DETERMINATION OF EFFECTS REPORT

AMTRAK ZOO TO PAOLI ELECTRIFICATION

TRANSMISSION LINE PROJECT

CHESTER, DELAWARE, MONTGOMERY, AND

PHILADELPHIA COUNTIES, PENNSYLVANIA

E.R. # 2012-0005-042

AUGUST 2015 

Prepared for:

National Railroad Passenger Corporation The Burns Group 

30th Street Station 1835 Market Street 

2955 Market Street Suite 300 

Philadelphia, PA 19104 Philadelphia, PA 19103 

Prepared by:

Stell Environmental 

25 East Main Street

Elverson, PA 19520 

Stell Project No.: 1123 
TABLE OF CONTENTS

EXECUTIVE SUMMARY .................................................................................................... ES-1

1.0 INTRODUCTION........................................................................................................... 1-1

2.0 DESCRIPTION OF UNDERTAKING ......................................................................... 2-1

2.1 PROJECT PURPOSE AND NEED ................................................................................. 2-3

2.2 ALTERNATIVES CONSIDERED .................................................................................. 2-3

2.2.1 ALTERNATIVE 1-PREFERRED ALTERNATIVE .............................................. 2-4

2.2.2 ALTERNATIVE 2 .......................................................................................... 2-4

2.2.3 ALTERNATIVE 3 .......................................................................................... 2-4

2.2.4 ALTERNATIVE 4 .......................................................................................... 2-5

2.2.5 ALTERNATIVE 5 .......................................................................................... 2-5

2.3 AREA OF POTENTIAL EFFECTS (APE) ..................................................................... 2-5

2.3.1 DEVELOPMENT OF APE .............................................................................. 2-5

2.4 AGENCY COORDINATION ........................................................................................ 2-6

2.5 STATUS OF ARCHAEOLOGY ..................................................................................... 2-6

3.0 IDENTIFIED HISTORIC PROPERTIES ................................................................... 3-1

3.1 DESCRIPTION OF HISTORIC PROPERTIES .................................................................. 3-1

3.1.1 RESOURCE 1: FAIRMOUNT PARK HISTORIC DISTRICT (KEY NO. 001364) .. 3-4

3.1.2 RESOURCE 2: THE 40TH STREET BRIDGE OVER AMTRAK (BMS

67730102400122; KEY NO. 137498) ......................................................... 3-5

3.1.3 RESOURCE 3: 42ND STREET BRIDGE OVER AMTRAK (BMS 67730102700125;

KEY NO. 102489) ....................................................................................... 3-5

3.1.4 RESOURCE 4: PARKSIDE HISTORIC DISTRICT (KEY NO. 064342) ............... 3-6

3.1.5 RESOURCE 5: BELMONT AVENUE HISTORIC DISTRICT (KEY NO. 097543) . 3-6

3.1.6 RESOURCE 6: OVERBROOK FARMS HISTORIC DISTRICT (KEY NO. 082616;

INCLUDES OVERBROOK STATION) .............................................................. 3-6

3.1.7 RESOURCE 7: SR 1 BRIDGE OVER AMTRAK (BMS 67000100301217; KEY

NO. 137615) ............................................................................................... 3-7

3.1.8 RESOURCE 8: MERION STATION (KEY NO. 097341) ................................... 3-7

3.1.9 RESOURCE 9: WYNNEWOOD STATION (KEY NO. 097340) .......................... 3-8

3.1.10 RESOURCE 10: ARDMORE COMMERCIAL HISTORIC DISTRICT (KEY NO.

097509) ..................................................................................................... 3-8

3.1.11 RESOURCE 11: HAVERFORD STATION (KEY NO. 079593) .......................... 3-9

3.1.12 RESOURCE 12: OUR MOTHER OF GOOD COUNSEL ROMAN CATHOLIC

CHURCH (KEY NO. 097325) ....................................................................... 3-9

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3.1.13 RESOURCE 13: VILLANOVA UNIVERSITY CAMPUS (KEY NO. 105136) ..... 3-10

3.1.14 RESOURCE 14: VILLANOVA STATION (KEY NO. 827801) ......................... 3-10

3.1.15 RESOURCE 15: RADNOR STATION (KEY NO. 101246) .............................. 3-10

3.1.16 RESOURCE 16: LOUELLA COURT HISTORIC DISTRICT (KEY NO. 128860) 3-11

3.1.17 RESOURCE 17: WAYNE STATION (KEY NO. 106136) ................................ 3-11

3.1.18 RESOURCE 18: NORTH WAYNE HISTORIC DISTRICT (KEY NO. 064497) .. 3-12

3.1.19 RESOURCE 19: DOWNTOWN WAYNE HISTORIC DISTRICT (KEY NO. 827766)

 ................................................................................................................. 3-12

3.1.20 RESOURCE 20: STRAFFORD STATION (KEY NO. 079668) ......................... 3-12

3.1.21 RESOURCE 21: CRAMOND (KEY NO. 050893) .......................................... 3-13

3.1.22 RESOURCE 22: GROVE AVENUE SERVICE STATION (KEY NO. 112814) .... 3-13

3.1.23 RESOURCE 23: PENNSYLVANIA RAILROAD (PHILADELPHIA TO

MORRISVILLE/NEW YORK) (KEY NO. 125733) ........................................ 3-14

3.1.24 RESOURCE 24: PENNSYLVANIA RAILROAD MAIN LINE (PHILADELPHIA TO

HARRISBURG) (KEY NO. 105675) ............................................................ 3-14

3.1.25 RESOURCE 25: THE PHILADELPHIA & WESTERN RAILROAD (NORRISTOWN

HIGH SPEED LINE) (KEY NO. 128825) ..................................................... 3-15

3.1.26 RESOURCE 26: WILLIAM PENN MILE MARKERS (KEY NO. 101320) ........ 3-15

3.1.27 RESOURCE 27: CLONMEL-ROSSLEVYN (KEY NO. 065460)....................... 3-16

3.1.28 RESOURCE 28: DEVEREUX FOUNDATION (KEY NO. 201351) ................... 3-16

4.0 EFFECTS ASSESSMENT ON HISTORIC PROPERTIES ...................................... 4-1

4.1 DEFINITION OF EFFECT ........................................................................................... 4-1

4.2 CRITERIA OF ADVERSE EFFECT ............................................................................... 4-1

4.3 EFFECTS ASSESSMENT ............................................................................................ 4-2

4.3.1 RESOURCE 1: FAIRMOUNT PARK HISTORIC DISTRICT (KEY NO. 001364) . 4-2

4.3.2 RESOURCE 2: 40TH STREET BRIDGE OVER AMTRAK (BMS

67730102400122; KEY NO. 137498) ......................................................... 4-2

4.3.3 RESOURCE 3: 42ND STREET BRIDGE OVER AMTRAK (BMS

67730102700125; KEY NO. 102489) ........................................................ 4-3

4.3.4 RESOURCE 4: PARKSIDE HISTORIC DISTRICT (KEY NO. 064342) .............. 4-3

4.3.5 RESOURCE 5: BELMONT AVENUE HISTORIC DISTRICT (KEY NO. 097543) 4-3

4.3.6 RESOURCE 6: OVERBROOK FARMS HISTORIC DISTRICT (KEY NO. 082616)

(INCLUDES OVERBROOK STATION) ............................................................. 4-4

4.3.7 RESOURCE 7: SR 1 BRIDGE OVER AMTRAK (BMS 67000100301217; (KEY

NO. 137615) ............................................................................................... 4-8

4.3.8 RESOURCE 8: MERION STATION (KEY NO. 097341) ................................... 4-8

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4.3.9 RESOURCE 9: WYNNEWOOD STATION (KEY NO. 097340) ....................... 4-11

4.3.10 RESOURCE 10: ARDMORE COMMERCIAL HISTORIC DISTRICT (KEY NO.

097509) .................................................................................................... 4-12

4.3.11 RESOURCE 11: HAVERFORD STATION (KEY NO. 079593) ....................... 4-13

4.3.12 RESOURCE 12: OUR MOTHER OF GOOD COUNSEL ROMAN CATHOLIC

CHURCH ( KEY NO. 097325) .................................................................... 4-16

4.3.13 RESOURCE 13: VILLANOVA UNIVERSITY CAMPUS (KEY NO. 105136) .... 4-19

4.3.14 RESOURCE 14: VILLANOVA STATION (KEY NO. 827801) ........................ 4-21

4.3.15 RESOURCE 15: RADNOR STATION (KEY NO. 101246) ............................. 4-24

4.3.16 RESOURCE 16: LOUELLA COURT HISTORIC DISTRICT (KEY NO. 128860) 4-26

4.3.17 RESOURCE 17: WAYNE STATION (KEY NO. 106136) ............................... 4-27

4.3.18 RESOURCE 18: NORTH WAYNE HISTORIC DISTRICT (KEY NO. 064497) .. 4-30

4.3.19 RESOURCE 19: DOWNTOWN WAYNE HISTORIC DISTRICT (KEY NO. 827766)

 ................................................................................................................. 4-31

4.3.20 RESOURCE 20: STRAFFORD STATION (KEY NO. 079668) ......................... 4-31

4.3.21 RESOURCE 21: CRAMOND (KEY NO. 050893) ......................................... 4-34

4.3.22 RESOURCE 22: GROVE AVENUE SERVICE STATION (KEY NO. 112814) ... 4-35

4.3.23 RESOURCE 23: PENNSYLVANIA RAILROAD (PHILADELPHIA TO

MORRISVILLE/NEW YORK) (KEY NO. 125733) ........................................ 4-36

4.3.24 RESOURCE 24: PENNSYLVANIA RAILROAD MAIN LINE (PHILADELPHIA TO

HARRISBURG) (KEY NO. 105675) ............................................................ 4-37

4.3.25 RESOURCE 25: PHILADELPHIA & WESTERN RAILROAD (NORRISTOWN HIGH

SPEED LINE) (KEY NO. 128825) ............................................................... 4-39

4.3.26 RESOURCE 26: WILLIAM PENN MILE MARKERS (KEY NO. 101320) ........ 4-42

4.3.27 RESOURCE 27: CLONMEL-ROSSLEVYN (KEY NO. 065460)....................... 4-43

4.3.28 RESOURCE 28: DEVEREUX FOUNDATION (KEY NO. 201351) ................... 4-43

4.4 SUMMARY ............................................................................................................. 4-44

5.0 SUMMARY OF PUBLIC INVOLVEMENT ............................................................... 5-1

6.0 MINIMIZATION AND MITIGATION ....................................................................... 6-1

6.1 MINIMIZATION ........................................................................................................ 6-1

6.2 MITIGATION ............................................................................................................ 6-2

6.2.1 RECORDATION OF BRYN MAWR SUBSTATION ............................................ 6-2

6.2.2 INTERPRETIVE ACTIVITIES .......................................................................... 6-2

6.2.3 CONTEXT SENSITIVE SOLUTIONS ................................................................ 6-3

7.0 SUMMARY AND CONCLUSIONS ............................................................................. 7-1

8.0 REFERENCES ................................................................................................................ 8-1

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TABLES

Table 3-1: Identified Historic Properties in APE Assessed for Effects.

Table 4-1 to Table 4-5: Results of Application of Definition of Effect for Fairmount Park 

Historic District; 40th Street Bridge over Amtrak; 42nd Street Bridge over 

Amtrak; Parkside Historic District; and Belmont Avenue Historic District.

Table 4-6a: Results of Application of Definition of Effect for Overbrook Farms Historic 

District.

Table 4-6b: Results of Application of Criteria of Adverse Effect for Overbrook Farms Historic 

District.

Table 4-7: Results of Application of Definition of Effect for SR 1 Bridge over Amtrak. 

Table 4-8a: Results of Application of Definition of Effect for Merion Station. 

Table 4-8b: Results of Application of Criteria of Adverse Effect for Merion Station. 

Table 4-9: Results of Application of Definition of Effect for Wynnewood Station. 

Table 4-10: Results of Application of Definition of Effect for Ardmore Commercial Historic 

District.

Table 4-11a: Results of Application of Definition of Effect for Haverford Station. 

Table 4-11b: Results of Application of Criteria of Adverse Effect for Haverford Station. 

Table 4-12a: Results of Application of Definition of Effect for Our Mother of Good Counsel 

Roman Catholic Church. 

Table 4-12b: Results of Application of Criteria of Adverse Effect for Our Mother of Good 

Counsel Roman Catholic Church. 

Table 4-13a: Results of Application of Definition of Effect for Villanova University Campus. 

Table 4-13b: Results of Application of Criteria of Adverse Effect for Villanova University 

Campus. 

Table 4-14a: Results of Application of Definition of Effect for Villanova Station. 

Table 4-14b: Results of Application of Criteria of Adverse Effect for Villanova Station. 

Table 4-15a: Results of Application of Definition of Effect for Radnor Station. 

Table 4-15b: Results of Application of Criteria of Adverse Effect for Radnor Station. 

Table 4-16: Results of Application of Definition of Effect for Louella Court Historic District. 

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Table 4-17a: Results of Application of Definition of Effect for Wayne Station. 

Table 4-17b: Results of Application of Criteria of Adverse Effect for Wayne Station. 

Table 4-18: Results of Application of Definition of Effect for the North Wayne Historic 

District.

Table 4-19: Results of Application of Definition of Effect for Downtown Wayne Historic 

District. 

Table 4-20a: Results of Application of Definition of Effect for Strafford Station.

Table 4-20b: Results of Application of Criteria of Adverse Effect for Strafford Station. 

Table 4-21a: Results of Application of Definition of Effect for Cramond. 

Table 4-22: Results of Application of Definition of Effect for Grove Avenue Service Station. 

Table 4-23: Results of Application of Definition of Effect for Pennsylvania Railroad 

(Philadelphia to Morrisville/New York). 

Table 4-24a: Results of Application of Definition of Effect for Pennsylvania Railroad Main 

Line (Philadelphia to Harrisburg). 

Table 4-24b: Results of Application of Criteria of Adverse Effect for Pennsylvania Railroad 

Main Line (Philadelphia to Harrisburg).

Table 4-25a: Results of Application of Definition of Effect for Philadelphia & Western

Railroad (Norristown High Speed Line). 

Table 4-25b: Results of Application of Criteria of Adverse Effect For Philadelphia & Western 

Railroad (Norristown High Speed Line). 

Table 4-26: Results of Application of Definition of Effect for William Penn Mile Markers. 

Table 4-27: Results of Application of Definition of Effect for Clonmel-Rossleyvn. 

Table 4-28: Results of Application of Definition of Effect for Devereux Foundation. 

FIGURES

Figure 1: Project Location Map

Figure 2: Sheets 1-4: USGS Site Location

Figure 3: Sheets 1-4: General Aerial Photographs 

Figure 4: Sheets 1-16: Detailed Aerial Photographs 

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PHOTOGRAPHS

Photograph 1. Amtrak’s Zoo yard, with Fairmount Park / Philadelphia Zoo in 

background, facing east.

Photograph 2. Zoo Substation near center of photograph, facing southwest. 

Photograph 3. View of Railroad ROW at 40th Street Bridge, facing southeast. 

Photograph 4. Zoo Substation area from 40th Street, facing east.

Photograph 5. Railroad ROW with 42nd Street Bridge in background, facing west.

Photograph 6. Railroad ROW from 42nd Street, facing west.

Photograph 7. View from Amtrak’s Zoo Yard, looking at Parkside Historic District (at 

Pennsgrove Street), facing northwest.

Photograph 8. Parkside Historic District at Wyalusing and 40th Streets, facing west.

Photograph 9. Belmont Historic District, facing south; railroad corridor is behind camera and 

is below-ground level. 

Photograph 10. View of tracks from bridge at northern end of Belmont Avenue Historic 

District, facing east.

Photograph 11. Overbrook Station, in Overbrook Farms Historic District, with SR 1 Bridge in

background, facing north. 

Photograph 12. Overbrook Station with Overbrook Tower, Station, and SR 1 Bridge in 

background; parking lot to right, facing northwest. 

Photograph 13. Overbrook Farms Historic District, with tracks and station parking in 

foreground, and historic district buildings in background, facing northeast. 

Photograph 14. Overbrook Tower and other buildings near the Overbrook Station, facing east. 

Photograph 15. Merion Station and platform, facing south. 

Photograph 16. Merion Station and platform, facing north. 

Photograph 17. Wynnewood Station and tracks, facing southwest. 

Photograph 18. Overview of Wynnewood Station and the railroad corridor, facing west. 

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Photograph 19. Ardmore Commercial Historic District along Route 30 in Ardmore, facing west.

Photograph 20. Anderson Avenue in Ardmore, standing directly north of the historic district 

looking toward railroad bridge, facing northeast. Buildings on left and railroad 

corridor are outside of the district. 

Photograph 21. Haverford Station, tracks, and catenary lines, facing northwest. 

Photograph 22. Tracks and catenary structures and lines from Pennswood Avenue Bridge, 

facing northeast; Our Mother of Good Counsel Roman Catholic Church is to 

right of camera.

Photograph 23. Villanova University Campus in background with railroad tracks and shelter in 

foreground, facing southwest. 

Photograph 24. Villanova Station, with tracks to left, facing northwest.

Photograph 25. Radnor Station, platform, tracks, and catenary structures, facing northeast. 

Photograph 26. Louella Court Historic District, facing east; railroad corridor is to the left of the 

photograph. 

Photograph 27. Wayne Station, facing northeast; tracks and platforms in background. 

Photograph 28. Wayne Station platform area, facing east.

Photograph 29. Southern edge of North Wayne Historic District (on left) and Amtrak train 

station parking lot (on right), facing east.

Photograph 30. View looking toward elevated tracks from the southern edge of the North 

Wayne Historic District, facing south.

Photograph 31. Strafford Station with depot and parking lot on left and tracks with train to right, 

facing west.

Photograph 32. Strafford Station, view of train shelter on left and NHRP-listed Cramond in 

background near center of photograph, facing north. 

Photograph 33. View from Cramond, looking toward the railroad, Strafford Station, and parking 

lot, facing south. 

Photograph 34. Grove Avenue Service Station, with railroad tracks and railroad bridge in 

background, facing northwest. 

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Photograph 35. Bryn Mawr Substation, showing southwest and southeast elevations, facing 

north. 

Photograph 36. Bryn Mawr Substation, showing northwest and southwest elevations, facing 

east.

Photograph 37. Bryn Mawr Substation, showing northwest and northeast elevations, facing 

southeast. 

Photograph 38. Bryn Mawr Substation, showing southeast and northeast elevations, facing 

southwest. 

Photograph 39. Bryn Mawr Substation, showing northeast elevation, facing southwest. 

Photograph 40. View showing Philadelphia & Western (P & W) tracks at grade; Pennsylvania 

Railroad (PRR) crosses the P & W above, facing northeast. 

Photograph 41. Clonmel-Rosslevyn, east elevation, showing rear entrance on left-hand side of 

photograph; addition is on right-hand side, facing northwest. 

Photograph 42. Clonmel-Rosslevyn, east elevation, room addition is at right-hand side of 

photograph, facing northwest. 

Photograph 43. Overview of Devereux Foundation property, with Acerwood on left-hand side, 

new building in center, and Birchgate on right-hand side of photograph, facing 

southeast. 

Photograph 44. Devereux Foundation, with Acerwood on left-hand side and new building on 

right-hand side, facing southeast. 

Photograph 45. Devereux Foundation, Birchgate, north elevation, showing addition on western 

side, facing south. 

Photograph 46. Bryn Mawr Substation sign and corbelled brick cornice on southeast elevation, 

facing northwest. 

APPENDICES

Appendix A: Correspondence with Consulting Parties 

Appendix B: Correspondence with Agencies 

Appendix C: Photo Mock-ups of New Catenary Structures 

Appendix D: Qualifications of Researchers

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EXECUTIVE SUMMARY

This report presents the results of a Determination of Effects assessment undertaken for the 

proposed Amtrak Zoo to Paoli Electrification Transmission Line Project. The proposed 

modernization project includes the replacement of approximately 325 80- to 100-year-old 

catenary structures, transmission lines, signal power lines, and the 100-year-old Bryn Mawr 

Substation building at the Bryn Mawr switching station. The proposed work is located within the 

right-of-way (ROW) of a 20-mile section of Amtrak’s Keystone Corridor, between the 

Philadelphia Zoo in Philadelphia and the substation at Paoli, and extends through portions of 

Philadelphia, Montgomery, Delaware, and Chester counties. The existing overhead catenary 

system of wires that extends between the structures will not be replaced and instead will be 

moved from the old catenary structures to the new catenary structures. 

The proposed project is funded by the Federal Railroad Administration (FRA) and is subject to 

the National Historic Preservation Act, as amended (NHPA) (16 U.S.C. 470) and the review 

process mandated by Section 106 and outlined in 36 Code of Federal Regulations (CFR) Part 

800, as amended. Stell Environmental (Stell) conducted the required cultural resources studies 

between 2011 and 2015 as a subconsultant to The Burns Group, on behalf of Amtrak and the 

FRA, utilizing guidance from the Advisory Council on Historic Preservation (ACHP) set forth in 

36 CFR 800, as amended, and Executive Order 11593. 

The project’s Area of Potential Effects (APE) was defined in consultation with the Pennsylvania 

(PA) State Historic Preservation Office (SHPO) and Consulting Parties. It was delineated to 

include all known historic properties—within the railroad ROW, directly adjacent to it, and in 

the immediate vicinity of the ROW—for which there could be direct physical effects as a result 

of the construction work and indirect effects, primarily visual, as a result of the increased heights 

of the new catenary structures and the limited, but necessary, tree trimming that will be 

performed in certain areas at the edge of the ROW for the new catenary structure installation. 

A total of 28 historic properties were included in the APE. As one of these historic properties, 

the subject railroad, known as the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) 

(Key No. 105675), was determined by the PA SHPO to be eligible for listing in the National 

Register of Historic Places (NRHP) on September 14, 1993, and November 16, 2007. The PA 

SHPO concurred with the identification of the 28 historic properties on March 16, 2015, and 

April 24, 2015. 

The subsequent effects analysis resulted in a finding of Adverse Effect because of the direct 

physical effects of the project to the Pennsylvania Railroad Main Line (Philadelphia to 

Harrisburg) due to the removal and replacement of the catenary structures and the demolition of 

the Bryn Mawr Substation, both of which are Contributing Resources to the railroad historic 

district. An assessment of the project’s indirect visual effects on each identified resource and 

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historic district in the APE resulted in the finding that none of the visual effects, including the 

introduction of the increased catenary structure heights and the limited tree trimming, will 

adversely affect the characteristics that qualify the resources for listing in the NRHP. The 

railroad infrastructure, including its catenary system, has historically been an integral and 

necessary component of the railroad and its overall physical setting. Furthermore, the 

nineteenth- and early twentieth-century siting and construction of the historic properties in the 

railroad’s immediate vicinity were a direct result of the railroad’s presence. The properties have 

historically had the railroad and all features of its accompanying infrastructure within their view. 

Thus, the presence of new catenary structures, including the height addition, will not present an 

adverse effect. 

A Phase IA geomorphology and archaeology reconnaissance survey resulted in the finding that 

the project, as currently designed, will not impact any known NRHP-eligible archaeological 

properties, and there is low or no likelihood of encountering archaeological resources in the 

APE. The SHPO concurred with the findings for archaeological properties on January 15, 2013. 

Coordination with the PA SHPO and Consulting Parties has occurred throughout the course of 

the project. Minimization and mitigation measures of the adverse effects of this project on 

historic properties have been identified in consultation with the Consulting Parties. FRA has 

included measures to minimize the adverse effects by keeping the height of the new catenary 

structures as low as possible while meeting requirements, locating new catenary structures within 

close proximity to the existing ones, and producing tree trimming plans to indicate locations 

where overhanging trees limbs within the ROW will be trimmed to enable catenary structure 

replacement. 

Measures to mitigate the adverse effects of this project have been identified at the public 

involvement meetings and include recordation of historic resources before they are demolished, 

interpretive activities, and using context solutions in the project design. Other mitigation 

measures will be identified in further consultation with the PA SHPO and the Consulting Parties. 

The mitigation measures proposed for the project will be included in a Memorandum of 

Agreement (MOA) between FRA, PA SHPO, and Amtrak. 

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1.0 INTRODUCTION

Amtrak (National Railroad Passenger Corporation) proposes to upgrade the overhead 

electrification system along a portion of its Keystone Corridor between the Philadelphia Zoo and 

Paoli substations in Pennsylvania (Figures 1, 2, and 3). The 20-mile-long project area lies within 

a section of the corridor that stretches between Philadelphia and Harrisburg, historically known 

as the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) (Key No. 105675), a linear 

historic district that was determined eligible for listing in the National Register of Historic Places

(NRHP) by the Pennsylvania State Historic Preservation Office (PA SHPO) on September 14, 

1995, and again on November 16, 2007. The historic district is eligible under Criterion A in the 

areas of transportation and economics and Criterion C for engineering. The eligible historic 

district includes a number of Contributing Resources, those major built elements that were 

constructed during the railroad’s period of significance of 1832 to 1957, and that combine with 

the railroad to convey the resource’s significance. Two of the Contributing Resources affected 

by the project are the catenary structures and the Bryn Mawr Substation, both of which will be 

removed and replaced. A thorough description of the proposed work is described below in 

Section 2.0 Description of Undertaking. 

The Area of Potential Effects (APE) was developed through close coordination with the PA 

SHPO and Consulting Parties, a list of which is included in Appendix A. After development and 

finalization of the APE, Stell conducted identification and eligibility studies between 2012 and 

2014 and found that there are 28 historic properties—those that are NRHP-eligible or NRHPlisted—in the project’s APE (see Figure 4). On March 16, 2015, and April 24, 2015, the PA 

SHPO concurred with eligibility determinations provided by the Federal Railroad Administration 

(FRA) (see Appendix B). 

Following PA SHPO concurrence, Stell conducted an effects assessment to determine the direct 

and indirect effects of the proposed undertaking on all of the historic properties in the APE. The 

Definition of Effect and the Criteria of Adverse Effect were applied to each NRHP-eligible or 

NRHP-listed resource, and it was found that the proposed project will have an Adverse Effect on 

one of the historic properties, the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) 

(Key No. 105675). The project will have direct, physical effects on the railroad resource because 

two of the railroad’s Contributing Resources, the catenary structures and the Bryn Mawr 

Substation building, will be removed and replaced. An analysis of the indirect effects of the 

project, those that encompass visual, audible, and other types of effects, found that the project

will not adversely affect the properties in the APE. 

This document presents descriptions of the undertaking, the project’s stated purpose and need, 

the alternatives considered, a description of agency coordination, identification of historic 

properties, the results of the analysis of the effects of the preferred alternative on the historic 

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properties, a summary of public coordination efforts for the project, and proposed mitigation and 

minimization measures. The cultural resources work for this project was conducted between 

2011 and 2014 in conjunction with The Burns Group for Amtrak and the FRA. 

The project was completed in compliance with Section 106 of the National Historic Preservation 

Act of 1966, as amended, and Procedures for the Protection of Historic and Cultural Properties

set forth in 36 Code of Federal Regulations (CFR) 800, as amended. Additional legislation and 

guidance used included: 

• Procedures for the Protection of Historic and Cultural Properties set forth in 36 CFR

800, as amended; 

• “Working with Section106” Guidance published by the Advisory Council on Historic 

Preservation (ACHP) on https://achp.org; 

• Federal-Aid Highway Act of 1966, as amended in 1968; 

• Executive Order 11593, Protection and Enhancement of the Cultural Environment; and

• 42 U.S.C. § 4331(b) (4) and 4332, the National Environmental Policy Act of 1969. 

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2.0 DESCRIPTION OF UNDERTAKING

The proposed Amtrak Zoo to Paoli Electrification Transmission Line Project is approximately 20 

miles long and extends northwest from the Zoo Substation, in Philadelphia, through several 

municipalities within Montgomery, Delaware, and Chester counties, before terminating at the 

Paoli Substation in Chester County. The project area follows Amtrak’s Keystone Corridor, 

which consists of the original Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) 

(Key No. 105675), determined eligible for listing in the NRHP by the PA SHPO on September 

14, 1995, and again on November 16, 2007. Both Amtrak and the Southeastern Pennsylvania 

Transportation Authority (SEPTA) use the corridor for its rail service. 

The railroad along the Keystone Corridor has an electrification system consisting of catenary 

structures that support an overhead contact system. The overhead contact system supplies 

electric traction power to the locomotives used by both Amtrak and SEPTA. The catenary 

structures themselves consist of a pair of vertical poles on the field side of the outermost track 

that are joined together by wire head-spans. The poles are made up of circular steel tubes that 

are welded together, with large diameter tubes at the bottom and progressively smaller-diameter 

tubes rising up the pole. The diameter of the tube changes abruptly at the welded joints, and the 

poles are sometimes referred to as “stepped” tubes. The existing catenary structures are 

approaching 80-100 years in age and are beyond their useful life. Most, if not all, are showing 

signs of significant deterioration and require extensive emergency repairs when they fail, which 

is occurring more frequently. 

Amtrak plans to upgrade the existing electrification system along the Keystone Corridor’s 

Pennsylvania Railroad Main Line (Philadelphia to Harrisburg), between the Zoo and Paoli 

substations. The proposed electrification improvement work will occur within the Amtrak rightof-way (ROW), with only the catenary structures and head-spans replaced. The overhead 

contact system is in reasonable condition and will not be replaced. After the installation of new 

catenary structures, the overhead contact system will be detached from the old structures and 

reattached to the new ones. The old catenary structures will then be removed. The replacement 

of the old catenary structures will begin at approximately 51st Street and will extend to the Paoli 

Substation, for a total of approximately 16 miles out of the overall 20-mile-long project. A total 

of 325 catenary structures will be replaced with new structures along the project. Between the 

Zoo Substation and 51st Street, no catenary structures will be replaced; however, the signal cable 

will be replaced in this area. 

It should be noted that 12 old signal bridges along the ROW (which are also holding up the 

contact system) will remain, and one lattice catenary structure at Overbrook Station will remain. 

Other structures in the ROW that will remain are structures that Amtrak has replaced within the 

last 25 years and include approximately 10 portals and a new K-frame structure. 

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To complete some of the catenary structure replacement it will be necessary to perform tree limb 

trimming in the areas where tree limbs overhang the ROW and interfere with construction work. 

Tree limb trimming will be limited and is to be performed according to tree trimming plans 

prepared by The Burns Group. 

All work in the ROW will be performed in areas of previous construction activity and ground 

disturbance. The project work will involve: 

• Construction of new 138kV transmission lines within Amtrak ROW to replace aging and 

inaccessible transmission lines that are not on Amtrak ROW. The power feed to the 

former transmission lines will be deactivated, but the infrastructure will not be physically 

altered. 

• 1-for-1 replacement of deteriorated catenary structures within Amtrak ROW, which will 

henceforth carry both the contact system (catenary lines) and the transmission lines. The 

new structures will be taller to accommodate the added traction power transmission lines.

• Construction of an additional gantry at Paoli substation. 

• Demolition of the obsolete switching station at Bryn Mawr (also known as the Bryn 

Mawr Substation) and the construction of a new traction power substation in the same 

location but on a slightly larger footprint. 

Much of the subject portion of the railroad corridor, as well as many of the surrounding 

communities in the Main Line region, already have been subjected to historic documentation, 

with numerous architectural resource surveys conducted and various levels of recordation 

completed. In addition to the eligible Pennsylvania Railroad Main Line (Philadelphia to 

Harrisburg) railroad corridor, there are various previously recorded NRHP-eligible or -listed 

historic resources that are either within the railroad ROW or are adjacent to it. Some of the 

historic resources are individual resources while others are historic districts. The historic 

districts are either NRHP-listed districts or locally designated historic districts. Typical 

communities along the Keystone Corridor with documented historic resources and historic 

districts include Tredyffrin, Wayne, Ardmore, and Overbrook, to name a few.

The section of the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg), beginning in 

central Philadelphia and ending approximately at milepost 20.5 in Paoli, Pennsylvania, 

constituted the Pennsylvania Railroad’s (PRR’s) initial step towards electrifying its Philadelphia 

suburban passenger service. By 1913, the PRR realized the economic potential of the electric 

locomotive and moved towards a conversion to electric motive power using high voltage, singlephase alternating current that could be transmitted over long distances economically and with 

little to no line loss.

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The 20-mile stretch of electrification was completed in 1915 and consisted of a 44,000-volt 

transmission, 11,000-volt traction power, and 3,300-volt underground signal power feeder 

system. The electric power was generated by the Philadelphia Electric Company and fed to the 

line through four railroad substations where the 44,000-volt transmission was stepped down to 

11,000-volt traction power. The 132,000-volt transmission network was constructed for the 

remaining electrification in 1938, providing the redundancy necessary to eventually remove the 

original 44,000-volt transmission system. Sections of the original single-phase transmission 

between Bryn Mawr and Paoli have been leased to the local utility and converted to three-phase 

transmission. 

2.1 PROJECT PURPOSE AND NEED

The purpose of the project is to upgrade Amtrak’s existing electrification system between the 

Zoo Substation and Paoli. The 80- to 100-year old catenary structures, which are in almost daily 

need of repair, will be replaced with new structures. The project will also bring Amtrak's 138kV 

transmission line for the system back onto the line that it serves. The transmission system 

presently serving the railroad section takes a circuitous route leading away from the railroad and 

onto another nearby railroad ROW that Amtrak can only access in a limited fashion for 

maintenance and repairs. 

The section between Zoo and Paoli is the only portion of the Keystone Corridor that has not had 

a traction power upgrade. Amtrak typically spaces traction power substations every 10 miles. 

The section between Zoo and Paoli is 20 miles. A consequence of the existing 20-mile spacing 

is that today’s trains operated by Amtrak and SEPTA experience low-voltage conditions during 

periods of higher train density. Amtrak desires to build a traction power substation at Bryn 

Mawr, the mid-point between Zoo and Paoli, to provide additional power and mitigate the lowvoltage condition. The building used at Bryn Mawr for the existing transmission system is

nearing the end of its useful life, and replacing it with a traction power substation will address 

low-voltage conditions experienced by Amtrak and SEPTA trains in the middle of the 20-mile 

stretch between the substations. In summary, the project is needed to bring Amtrak’s line into a 

state of good repair and to help Amtrak meet its mandate for cost-effective maintenance of its 

system.

2.2 ALTERNATIVES CONSIDERED 

Five alternatives were considered for this project, four of which were eliminated because they 

did not meet the project Purpose and Need. Alternative 1, an alternative that will result in the 

continuation and improvement of electric passenger train service for both Amtrak and SEPTA, 

has been selected as the Preferred Alternative. As the most viable alternative, it proposes 

improvements to the electrification system within the existing Amtrak ROW between the Zoo 

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Substation and the Paoli Substation. It satisfies the Project Purpose and Need and results in the 

least harm to the environment. The alternatives considered are listed and described below. 

2.2.1 ALTERNATIVE 1-PREFERRED ALTERNATIVE 

Alternative 1 involves replacing 325 existing catenary structures with new ones between 51st 

Street in Philadelphia and Paoli, and incorporating the new transmission line into the catenary 

structure replacement. This alternative includes construction of a traction power substation at 

Bryn Mawr, the mid-point between Zoo and Paoli, to provide additional power and mitigate the 

low-voltage condition. The construction of the new traction power substation will require the 

demolition of the Bryn Mawr Substation building, now used as the Bryn Mawr Switching 

Station, and which has reached functional obsolescence. In this alternative, the new catenary 

structures will be tall enough to accommodate the new transmission line Amtrak deems is 

necessary to upgrade the system’s electrification. The increased height of the structures also will 

accommodate the distances between transmission and catenary lines that are required by the 

National Electric Safety Code. In this alternative, none of the extant train stations or other major 

built elements of the railroad corridor will be demolished or otherwise physically affected, other 

than the Bryn Mawr Substation and the catenary structures. This alternative satisfies the Project 

Purpose and Need and results in the least harm to the environment. Therefore, it was selected as 

the Preferred Alternative.

2.2.2 ALTERNATIVE 2

Alternative 2 involves keeping Alternative 1, but not demolishing the existing Bryn Mawr 

switching station building. A new traction power substation would be built elsewhere in Bryn 

Mawr. Because Bryn Mawr is densely populated and developed, with little land available for 

acquisition, finding several acres of available land in the vicinity of Bryn Mawr adjacent to the 

Main Line and utilizing it for a traction power substation would be very difficult, if not 

impossible. The area is densely developed, with either commercial or residential land use, and 

acquiring land for the substation construction would result in costly legal fees, possible public 

opposition, and displacement. Amtrak does own the land used for a parking lot adjacent to the 

current Bryn Mawr Switching Station; however, using this land for a new station would result in 

the decrease of many commuter parking spaces that are necessary to retain. Amtrak already owns 

the land at the location of the existing substation. Because of the problems with land acquisition 

that this alternative would present, Alternative 2 is not viable and does not meet the Project 

Purpose and Need; therefore, it was eliminated.

2.2.3 ALTERNATIVE 3

Alternative 3 involves replacing the existing catenary structures with new ones on the Keystone 

Corridor, installing new transmission lines only on the ROW that feeds into the Keystone 

Corridor and currently carries the transmission lines for it. Compared to Alternative 1, this 

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alternative would be approximately 60% more costly to complete, because the route is 

approximately 60% longer. Additionally, the problem of accessibility to the structures on the 

transmission line feeder for inspection and maintenance would not be resolved. Because this 

alternative does not meet the Project Purpose and Need, it was eliminated. 

2.2.4 ALTERNATIVE 4 

Alternative 4 involves removing obsolete catenary structures and all catenary wires and 

transmission lines and returning the railroad system to one that supports a diesel line. This 

alternative would result in a functionally obsolete system and would not result in the 

improvement of electric passenger train service for both SEPTA and Amtrak. It would also be 

inconsistent with other segments of the line, which rely on electrical power and have recently 

undergone traction power upgrades. The alternative does not meet the Project Purpose and Need 

and was eliminated.

2.2.5 ALTERNATIVE 5

Alternative 5 is a no-build alternative where all catenary structures, catenary wires, transmission 

lines, and the Bryn Mawr Switching Station building are left standing, with no equipment 

upgrades completed. This alternative risks a possible breakdown of the system. Retaining the 

obsolete Bryn Mawr Substation will lead to slower, less reliable operation of the Keystone 

Corridor for both Amtrak and SEPTA, both currently and in future years when train traffic is 

projected to increase. Additionally, the traction power system is currently operating at its 

capacity because of densities on the line and the large distance between substations. Because 

this alternative does not meet the Project Purpose and Need of causing improvements to 

Amtrak’s electrification system, it was eliminated.

2.3 AREA OF POTENTIAL EFFECTS (APE)

2.3.1 DEVELOPMENT OF APE

The APE includes those areas at which an undertaking may alter the character or use of historic 

properties, if any such properties exist (36 CFR 800.16[d]) and includes resources that are 

affected either directly or indirectly by proposed project activities (ACHP 2014). 

The APE for the proposed project was developed in coordination with the PA SHPO and 

Consulting Parties. The Consulting Parties are composed of members of the citizenry, of 

government agencies, or others that identified themselves early in the planning process as having 

an interest in the outcome of the project. The APE incorporates the areas that could potentially 

experience direct and indirect effects from the proposed action (see Figure 4). The following 

resources were identified within the APE:

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• All previously recorded NRHP-eligible and NRHP-listed individual historic properties 

and contributing resources within the Pennsylvania Railroad Main Line (Philadelphia to 

Harrisburg) (Key No. 105675) historic district; 

• All NRHP-eligible and NRHP-listed individual historic properties and historic districts 

that are adjacent to the ROW; and 

• All NRHP-eligible and NRHP-listed individual historic properties and historic districts 

within the immediate vicinity of the ROW (within a distance of approximately 150 feet or 

less). 

A description of the methodology and decision-making process to delineate the APE is found in

the August 2014 report under separate cover entitled Area of Potential Effects (APE) Study (Ross 

2014). 

The APE for this proposed project is defined as follows: 

The APE begins at the eastern terminus of the project at the Zoo Substation and 

continues along the lines of the ROW to the western limit of the project at the Paoli 

Substation. Its northern and southern boundaries are generally the limits of the 

railroad ROW. At certain locations along the ROW, the APE expands outward at 

least 150 feet to include specific areas where historic resources—both individual 

historic resources and local and NRHP historic districts—are adjacent to the ROW, 

such as at the Zoo Substation, at each railroad station, and at locations where a 

historic district is adjacent to the ROW. After including a portion of the historic 

resource, the boundary returns to the ROW boundary line. 

2.4 AGENCY COORDINATION 

The consultation process with the PA SHPO occurred throughout the APE development and the 

historic property identification. Coordination with Federally recognized Native American tribes 

occurred as well (see copies of correspondence in Appendix B). 

2.5 STATUS OF ARCHAEOLOGY 

In 2012, Stell completed a Phase IA geomorphology and archaeology reconnaissance survey for 

the project, the results of which are presented in Phase 1A Geomorphology / Archaeology 

Reconnaissance Report, dated December 2012 (Baker et al. 2012). The survey included 

intensive background research and a field survey of the entire project APE for archaeology to 

determine the probabilities for the presence of intact, significant historic and precontact 

archaeological resources that might be adversely impacted by the project construction. One 

previously recorded historic archaeological site noted as adjacent to the existing project right-ofway was field checked and determined to be located entirely outside the current project APE. 

No other areas suitable for subsurface testing were found within the project APE for 

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archaeology. Therefore, the project, as currently designed, will not impact any known NRHPeligible archaeological properties. The PA SHPO concurred with this finding in a letter dated 

January 15, 2013 (McLearen 2013).

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3.0 IDENTIFIED HISTORIC PROPERTIES 

3.1 DESCRIPTION OF HISTORIC PROPERTIES

Historic properties within the APE are those that are determined eligible for listing or are listed 

in the NRHP. Identification efforts resulted in the finding that there are 28 NRHP-eligible and 

NRHP-listed historic resources, including contributing resources, in the APE. A list of the 

identified resources is presented in Table 3-1 below, and descriptions of each resource follow. 

Figure 4, Sheets 1-16 depict the resources and their locations within the APE. The identification 

efforts are described more fully in a report under separate cover, Historic Resources 

Study/Eligibility Report, dated February 2015 (Ross 2015). The PA SHPO concurred with the 

report findings on March 16, 2015 (McDonald 2015a) and April 24, 2015 (McDonald 2015b). 

Table 3-1: Identified Historic Properties in APE Assessed for Effects. 

No. Name of Resource 

and 

Key No. 

Location 

(Municipality and 

County) 

NRHP 

Status

NRHP Criterion & 

Area(s) of Significance

Result of 

Effects 

Assessment

1 

Fairmount Park

Historic District

(Key No. 001364)

City of Philadelphia, 

Philadelphia County. Listed

Criterion C - Architecture, 

Community Planning, 

Conservation, Landscape 

Architecture, & Art

No Historic 

Properties 

Affected

2 

40th Street Bridge 

over Amtrak (BMS 

67730102400122)

(Key No.137498)

City of Philadelphia, 

Philadelphia County Eligible Criterion A - Transportation 

Criterion C – Engineering

No Historic 

Properties 

Affected

3 

42nd Street Bridge 

over Amtrak (BMS 

67730102700125) 

(Key No. 102489) 

City of Philadelphia, 

Philadelphia County Eligible Criterion A - Transportation 

Criterion C - Engineering 

No Historic 

Properties 

Affected

4 

Parkside Historic 

District

(Key No. 064342)

City of Philadelphia, 

Philadelphia County Listed Criterion C - Architecture & 

Community Planning 

No Historic 

Properties 

Affected

5 

Belmont Avenue 

Historic District 

(Key No. 097543)

City of Philadelphia, 

Philadelphia County Eligible Criterion C - Architecture 

No Historic 

Properties 

Affected

6 

Overbrook Farms 

Historic District (incl. 

Overbrook Station)

(Key No. 082616)

City of Philadelphia, 

Philadelphia County Listed Criterion C - Architecture & 

Community Planning

No Adverse 

Effect

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No. Name of Resource 

and 

Key No. 

Location 

(Municipality and 

County) 

NRHP 

Status

NRHP Criterion & 

Area(s) of Significance

Result of 

Effects 

Assessment

7 

SR 1 Bridge over 

Amtrak (BMS 

67000100301217) 

(Key No. 137615)

City of Philadelphia 

and Lower Merion 

Township, 

Philadelphia and 

Montgomery Counties

Eligible Criterion A - Transportation 

Criterion C - Engineering

No Historic 

Properties 

Affected

8 Merion Station

(Key No. 097341)

Lower Merion 

Township, 

Montgomery County 

Eligible Criterion A - Transportation 

Criterion C - Architecture

No Adverse 

Effect

9 Wynnewood Station

(Key No. 097340)

Lower Merion 

Township Eligible Criterion A - Transportation 

Criterion C - Architecture

No Historic 

Properties 

Affected

10

Ardmore Commercial 

Historic District 

(Key No. 097509)

Lower Merion 

Township Eligible Criterion C - Architecture

No Historic 

Properties 

Affected

11 Haverford Station

(Key No. 079593)

Lower Merion 

Township Eligible Criterion A - Transportation 

Criterion C - Architecture

No Adverse 

Effect

12

Our Mother of Good 

Counsel Roman 

Catholic Church 

(Key No. 097325)

Lower Merion 

Township Eligible Criterion C - Architecture No Adverse 

Effect

13

Villanova University 

Campus 

(Key No. 105136)

Radnor Township, 

Delaware County Eligible Criterion A - Education & 

Criterion C - Architecture

No Adverse 

Effect

14 Villanova Station

(Key No. 827801)

Radnor Township, 

Delaware County Eligible Criterion A - Transportation 

& Education

No Adverse 

Effect

15 Radnor Station 

(Key No. 101246)

Radnor Township, 

Delaware County Eligible Criterion A - Transportation 

Criterion C - Architecture

No Adverse 

Effect

16

Louella Court 

Historic District 

(Key No. 128860)

Radnor Township, 

Delaware County Eligible Criterion C - Architecture & 

Community Planning

No Historic 

Properties 

Affected

17 Wayne Station 

(Key No.106136)

Radnor Township, 

Delaware County Listed Criterion A - Transportation 

Criterion C - Architecture

No Adverse 

Effect

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No. Name of Resource 

and 

Key No. 

Location 

(Municipality and 

County) 

NRHP 

Status

NRHP Criterion & 

Area(s) of Significance

Result of 

Effects 

Assessment

18

North Wayne 

Historic District 

(Key No. 064497

Radnor Township, 

Delaware County Listed Criterion C - Architecture & 

Community Planning

No Historic 

Properties 

Affected

19

Downtown Wayne 

Historic District 

(Key No. 827766)

Radnor Township, 

Delaware County Listed Criterion C - Architecture

No Historic 

Properties 

Affected

20 Strafford Station

(Key No. 079668

Tredyffrin Township, 

Chester County Listed Criterion A - Transportation 

Criterion C - Architecture

No Adverse 

Effect

21 Cramond 

(Key No. 050893)

Tredyffrin Township, 

Chester County Listed Criterion C - Architecture

No Historic 

Properties 

Affected

22

Grove Avenue 

Service Station

(Key No. 112814)

Tredyffrin Township, 

Chester County Eligible Criterion A - Transportation 

Criterion C - Architecture

No Historic 

Properties 

Affected

23

Pennsylvania 

Railroad 

(Philadelphia to 

Morrisville/New 

York) 

(Key No. 125733)

City of Philadelphia, 

Philadelphia County Eligible

Criterion A - Transportation

& Economics; 

Criterion C - Engineering

No Historic 

Properties 

Affected

24

Pennsylvania 

Railroad Main Line 

(Philadelphia to 

Harrisburg) 

(Key No. 105675)

City of Philadelphia, 

Narberth Borough, and 

Easttown, Haverford, 

Lower Merion, 

Radnor, and 

Tredyffrin Townships, 

Philadelphia, 

Montgomery, 

Delaware, and Chester 

Counties.

Eligible

Criterion A - Transportation 

& Economics; 

Criterion C - Engineering

Adverse 

Effect

25

Philadelphia & 

Western Railroad 

(Norristown High 

Speed Line) 

(Key No. 128825)

Radnor Township, 

Delaware County Eligible Criterion A - Transportation No Adverse 

Effect

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No. Name of Resource 

and 

Key No. 

Location 

(Municipality and 

County) 

NRHP 

Status

NRHP Criterion & 

Area(s) of Significance

Result of 

Effects 

Assessment

26

William Penn Mile 

Markers (only 

Ardmore marker out 

of 12 total is within 

the APE)

(Key No. 101320)

Lower Merion 

Township, 

Montgomery County

Eligible Criterion A - Transportation

No Historic 

Properties 

Affected

27 Clonmel-Rosslevyn 

(Key No. 065460)

Tredyffrin Township, 

Chester County Eligible Criterion C – Architecture

No Historic 

Properties 

Affected

28 Devereux Foundation 

(Key No. 201351)

Easttown Township, 

Chester County Eligible

Criterion A – Education 

Criterion B – Association 

with Helen Trafford 

Devereux

No Historic 

Properties 

Affected

3.1.1 RESOURCE 1: FAIRMOUNT PARK HISTORIC DISTRICT (KEY

NO. 001364) 

The Fairmount Park Historic District, in the City of Philadelphia, Philadelphia County, was listed 

in the NRHP on February 7, 1972 (CRGIS 2015). The park is significant under Criterion C, 

specifically in the areas of architecture, community planning, conservation, landscape 

architecture, and art (including sculpture). This resource has also been recorded to HABS 

documentation standards (HABS NO. PA-6183). Acquisitions for Philadelphia’s Fairmount 

Park began in the 1860s, and over 4,000 acres were subsequently added incrementally over the 

next half-century. The park is vast in size. No specific boundary description is included in the 

1972 nomination form, but the park is described in the form as thus: “Extends along both East 

and West banks of Schuylkill River and Wissahickon Creek, from Art Museum at Spring Garden 

Street to Northwestern Avenue (Tatum 1972).” The district’s southern boundary abuts the edge 

of Amtrak’s Zoo substation property; thus, the Fairmount Park Historic District is included in the 

APE (Figure 4, Sheet 1 of 16). The NRHP registration form states that the park is significant 

because it “remains unequalled among American municipal parks for its combination of unusual 

size, natural beauty, historical importance, and the interest and merit of the buildings and 

sculpture it contains.” The park is considered to be the earliest municipal park in America, and 

its buildings are characterized by a wide range of architectural styles, including Federal, 

Georgian, Classical Revival, and others. In addition to the architectural aspects of the historic 

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buildings within its boundary, the Fairmount Park Historic District is characterized by its natural 

and landscaped features, including the zoo and the gardens. 

3.1.2 RESOURCE 2: THE 40TH STREET BRIDGE OVER AMTRAK 

(BMS 67730102400122; KEY NO. 137498) 

The 40th Street Bridge over Amtrak, in the City of Philadelphia, Philadelphia County, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is significant 

under Criterion A in the area of transportation and under Criterion C in the area of engineering. 

Built by the City of Philadelphia Department of Public Works, the steel, three-span bridge was 

built in 1924 and carries 40th Street over the Pennsylvania Railroad Main Line. It is within the 

APE because of its location within the railroad ROW (see Figure 4, Sheet 1 of 16). The bridge is 

characterized by its encased girders forming the bridge parapets, the encased floor beams (which 

support the stringers), and a concrete jack arch deck. The bridge is supported on concrete 

abutments and shaped concrete piers, which, according to the 1998 A. G. Lichtenstein survey, 

are characteristic of the Pennsylvania Railroad overpasses of this period in Philadelphia. The 

Lichtenstein bridge survey also noted that although the bridge “is common period technology 

finished in a style typical of the city's work and is not technologically significant,” it is 

“historically significant in association with the Harrisburg-Philadelphia division of the 

Pennsylvania Railroad’s Main Line, one of the most important and heavily engineered railroad 

rights-of-way in the state” (A.G. Lichtenstein & Associates 1998). The 40th Street Bridge was 

undergoing rehabilitation at the time of the field view and was not open for traffic. 

3.1.3 RESOURCE 3: 42ND STREET BRIDGE OVER AMTRAK (BMS 

67730102700125; KEY NO. 102489) 

The 42nd Street Bridge over Amtrak, in the City of Philadelphia, Philadelphia County, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is 

significant under Criterion A in the area of transportation and under Criterion C for engineering. 

This 1910 single-span steel bridge was designed by the City of Philadelphia Department of 

Public Works and carries 42nd Street over the Pennsylvania Railroad Main Line. As per the 

1998 A.G. Lichtenstein survey, the bridge is characterized by its “hingeless steel thru arch with a 

concrete jack arch deck,” and its solid rib, built-up arches (A.G. Lichtenstein & Associates 

1998). The bridge is considered technologically significant as the earliest steel thru-arch bridge 

in Pennsylvania. In addition, it is also considered historically significant for its association with 

the Pennsylvania Railroad Main Line. The bridge was rehabilitated circa 2006. The decorative 

arched design on the lower section of the bridge adds to the overall character-defining aspects of 

the structure (A.G. Lichtenstein & Associates 1998; Historicbridges.org website 2013). The 

bridge is included in the APE because it lies within the railroad ROW (see Figure 4, Sheet 2 of 

16). 

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3.1.4 RESOURCE 4: PARKSIDE HISTORIC DISTRICT (KEY NO. 

064342) 

The Parkside Historic District, in the City of Philadelphia, Philadelphia County, was listed in the 

NRHP on November 17, 1983 (Hawkins 2006). It is significant under Criterion C in the areas of 

architecture and community planning, and its Period of Significance is 1890-1900. As noted in 

the statement of significance, the Parkside district is an “isolated community, framed by the 

Centennial ... and by the rail yards and the Park...whose German ethnic developers expressed 

their aesthetic tastes ... in a group of elaborately decorated row blocks, and handsome apartment 

houses” (Thomas 1983). Many of the residences and apartments in this district were designed by 

accomplished architects, and the buildings are characterized by their Germanic architectural 

styling. The streetscapes remain largely intact to this day. The boundary description of the 97-

acre property can be described as thus: “East side of Belmont, from Parkside Avenue to Girard 

Avenue, north property line of railroad right-of-way to 38th Street, west side of 38th Street to 

Girard Avenue, then south side of Girard to the intersection of Parkside Avenue, then south side 

of Parkside Avenue to Belmont Avenue” (Thomas 1983). Because the historic district’s 

southwest boundary abuts the northeast edge of the ROW, the historic district has been included 

in the APE (See Figure 4, Sheet 2 of 16). 

3.1.5 RESOURCE 5: BELMONT AVENUE HISTORIC DISTRICT (KEY 

NO. 097543) 

The Belmont Avenue Historic District, in the City of Philadelphia, Philadelphia County, was 

determined eligible for listing in the NRHP on August 29, 1990 (CRGIS 2015). The district is 

significant under Criterion C in the area of architecture. The northern boundary of this late 

nineteenth-century residential district begins on the southern side of the PRR ROW and 

continues southward for six blocks along both sides of Belmont Avenue. It is intersected by 

West Girard Avenue, Mantua Avenue, Wyalusing Avenue, Otter Street, Merion Avenue, 

Pennsgrove Street, and Westminster Avenue, and then terminates at Lancaster Avenue at its 

southern boundary. The northern boundary of the historic district is one block south of the 

railroad ROW; thus, it has been included in the APE (see Figure 4, Sheet 2 of 16). This district 

is characterized by its three-story rowhouses, which are primarily of brick construction and onestory front porches. However, a few of the buildings toward the north end of the district have 

just two stories. Near the railroad tracks at the northern end of the district are several modern 

structures, including a 10-story commercial building at the intersection of Belmont and Mantua 

Avenues. 

3.1.6 RESOURCE 6: OVERBROOK FARMS HISTORIC DISTRICT 

(KEY NO. 082616; INCLUDES OVERBROOK STATION)

The Overbrook Farms Historic District, in the City of Philadelphia, Philadelphia County, was 

listed in the NRHP on March 21, 1985 (CRGIS 2015). Developed by Drexel and Company, the 

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district is significant under Criterion C in the areas of architecture and community planning, and 

its Period of Significance is 1893 to 1934. It is significant for its role as an example of late 19thand early 20th-

 century suburban development and for its “varied and commodious architectural 

styling in a pastoral setting” (Willoughby et al. 1985). This 168-acre district contains many 

houses designed by notable Philadelphia-area architects, such as the Boyd brothers, Horace 

Trumbauer, and William L. Price, and it contains approximately 413 contributing and 36 noncontributing buildings. It is generally bound by City Avenue to the northwest, 59th Street on the 

northeast, Woodbine Avenue to the southeast, and 66th to the southwest. The district is 

characterized by a variety of architectural styles, including Italianate, Colonial Revival, Tudor 

Revival, Gothic Revival, Arts and Crafts, and Queen Anne. Because the railroad ROW travels

through it, the historic district is included in the APE (see Figure 4, Sheets 3 of 16 and 4 of 16). 

The Overbrook Farms Historic District straddles the railroad corridor, with many of the 

contributing buildings on both sides of the railroad. With the exception of several commercial 

buildings in the district along 63rd Street that face the railroad corridor, most of the buildings in 

the district face away from the tracks. The district is primarily a residential neighborhood with 

single-family residences; however, there are also three historic churches within the district. The 

Overbrook Station (Key No. 105675), at 6200 City Line Avenue, is a Contributing Resource to 

the Overbrook Farms Historic District. 

3.1.7 RESOURCE 7: SR 1 BRIDGE OVER AMTRAK (BMS 

67000100301217; KEY NO. 137615) 

The SR 1 Bridge over Amtrak, located on the Montgomery and Philadelphia County line, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is significant 

under Criterion A in the area of transportation, and under Criterion C for engineering. The 

bridge is located just beyond the northern boundary of the Overbrook Farms Historic District. 

The SR 1 Bridge over Amtrak (also known as City Avenue Bridge) carries City Avenue over the 

railroad corridor. It was built by the Philadelphia Department of Public Works. According to 

the 1998 A.G. Lichtenstein & Associates bridge survey, this ca. 1935 bridge was considered to 

be “technologically significant as a rare example of pre-World War II steel rigid frame bridge,” 

and is significant for its association with the historic Pennsylvania RR (A.G. Lichtenstein & 

Associates 1998). The bridge is characterized by vivid Art Deco detailing in the concrete, 

including fluted and stepped parapets and sunset-like motifs along the balustrade. Because it is 

in the railroad ROW, the bridge is included in the APE (see Figure 4, Sheet 4 of 16). 

3.1.8 RESOURCE 8: MERION STATION (KEY NO. 097341) 

Merion Station, in Lower Merion Township, Montgomery County, is located in the area known 

as Merion. It is a brick and stucco structure constructed in 1917 and 1918 and was determined 

eligible for NRHP listing on November 8, 1991 (Deibler 1991). The station is significant under 

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Criterion A in the area of transportation, for its association with the Pennsylvania Railroad Main 

Line and under Criterion C in the area of architecture, for its reflection of the Craftsman style. 

Its Period of Significance is 1900-1924. The original survey form did not indicate boundaries for 

the historic property. This station comprises a complex of buildings and passenger shelters 

located on both sides of the railroad tracks. The east (outbound) side is a waiting 

room/shelter/post office and a storage building, and on the west (inbound) side is the main ticket 

office and another shelter. The extant complex replaced several earlier structures that were on 

this site, with the original station constructed in 1864. The new buildings, constructed in 1917 

and 1918, have been rehabilitated, and the main station building is also used as a post office. 

Buildings in the station complex are generally characterized by steeply-pitched gable roofs, some 

with clipped gable ends and exposed rafter tails. The station is located within the railroad ROW 

and is included in the APE (see Figure 4, Sheet 4 of 16). 

3.1.9 RESOURCE 9: WYNNEWOOD STATION (KEY NO. 097340) 

Wynnewood Station, in Lower Merion Township, Montgomery County, was constructed in 1870 

and was determined eligible for NRHP listing on November 8, 1991 (Deibler 1991). The station 

is significant under Criterion A in the area of transportation and under Criterion C in the area of 

architecture. Its Period of Significance is 1875-1899. The original survey form did not indicate 

boundaries for the historic property. Located in Wynnewood (see Figure 4, Sheet 5 of 16), the 

Victorian-era station was designed by the Wilson Brothers & Company architectural firm of 

Philadelphia and exhibits Stick-style characteristics, such as the decorative wood trusses in the 

gable ends and the diagonal support braces beneath the eaves. The one-story, stone-faced 

building has a steeply pitched roof and overhanging eaves with exposed rafter tails. A gabled 

dormer is centered on the south elevation facing the railroad tracks, and a brick chimney rises 

from the west gable end. It has been documented to Historic American Buildings Survey 

(HABS) standards (Historic American Buildings Survey (HABS PA-6144). Today, this station 

building is in good condition, and it continues to retain its historic integrity. Located within the 

railroad ROW, the station is included in the APE (see Figure 4, Sheet 5 of 16). 

3.1.10 RESOURCE 10: ARDMORE COMMERCIAL HISTORIC 

DISTRICT (KEY NO. 097509)

The Ardmore Commercial Historic District, in Lower Merion Township, Montgomery County, 

was determined eligible for NRHP listing on October 18, 1991 (CRGIS 2015). The district is 

significant under Criterion C in the area of architecture. Most of the commercial buildings in the 

district are oriented to the south-southwest, in the opposite direction from the railroad. The 

proposed district contains a broad array of commercial structures, typically characterized by 

semi-detached properties, usually two to three stories high. Principal styles include Art Deco, 

Gothic Colonial Revival, Mission/Spanish Colonial Revival, and Beaux Arts (CRGIS 2015). 

Characteristic of downtown commercial centers, the storefronts face the district’s main 

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street/thoroughfare (Route 30). Ardmore’s former Victorian-era train station (constructed circa 

1873) is no longer standing. The PRR ROW is located to the northeast of the historic district and 

is outside of the district. Because of the proximity of the district’s northeastern half to the 

ROW’s southwestern edge, the district has been included within the APE (see Figure 4, Sheet 6 

of 16). 

3.1.11 RESOURCE 11: HAVERFORD STATION (KEY NO. 079593) 

Haverford Station, in Lower Merion Township, Montgomery County, was determined eligible 

for NRHP listing on January 25, 1982 (CRGIS 2015). The station is significant under Criterion 

A in the area of transportation and under Criterion C in the area of architecture. The original 

survey form did not indicate boundaries for the historic property. The circa 1916 eastbound 

station is two stories in height and is characterized by its brick and concrete construction 

materials, the hip roof, and the passenger shelter at track level (extending to the west). Since this 

building was surveyed in 1979, the original wood-framed, multiple-pane windows on the second 

floor were removed, a substantial addition was added, and large commercial windows were 

installed. In contrast to the eastbound station, the westbound station across the tracks retains 

some of its original features. Built with stone in circa 1870, the station received an addition of a 

baggage shed in 1913. The westbound complex served the dual role as a station and the railroad 

agent’s residence, with the station portion fronting directly onto the tracks. The building retains 

a high degree of integrity and conveys its significance as a late Victorian, Stick-style structure. 

Located within the railroad ROW, the station is included in the APE (see Figure 4, Sheet 7 of 

16). 

3.1.12 RESOURCE 12: OUR MOTHER OF GOOD COUNSEL ROMAN 

CATHOLIC CHURCH (KEY NO. 097325) 

Our Mother of Good Counsel Roman Catholic Church, in Lower Merion Township, 

Montgomery County, was determined eligible for NRHP listing on May 6, 1991 (Deibler 1991). 

The church is significant under Criterion C in the area of architecture, specifically for 

ecclesiastical architecture. The church complex also includes a rectory, school, and convent. The 

Romanesque Revival-style edifice was designed by the noted ecclesiastical architect, Edwin F. 

Durang, and constructed in 1896. It appears to be in very good condition and retains a high 

degree of its historic integrity. The overall form of the building is in the shape of a cross, and it 

is oriented from the southwest to the northeast. A large tower is located at the southwest corner 

of the church. Characteristic of the Romanesque Revival-style of architecture, the large structure 

is constructed with rusticated stone. The church property is adjacent to the southwestern edge of 

the ROW, and because of its proximity, is included in the APE (see Figure 4, Sheet 7 of 16). 

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3.1.13 RESOURCE 13: VILLANOVA UNIVERSITY CAMPUS (KEY NO. 

105136) 

Villanova University Campus, in Radnor Township, Delaware County, was determined eligible 

for NRHP listing on April 4, 1995 (CRGIS 2015). The station is significant under Criterion A in 

the area of education, and under Criterion C in the area of architecture. Although the campus 

extends on both sides of the railroad, the railroad tracks and the associated structures are part of 

Amtrak property and are not included as part of the eligible Villanova University Campus. State 

Route 320, now a large overpass, extends over the railroad tracks near the western end of the 

Villanova University Campus. The school was started as the Augustinian College of Villanova 

circa 1841-1843. This Roman Catholic university has been greatly expanded since its 

beginnings in the mid-nineteenth century. Today the campus buildings that are spread over areas 

both to the north and the south sides of the railroad embody a wide range of styles, including Art 

Deco and Colonial Revival. Because of the property’s adjacency to the railroad ROW, it has

been included in the APE (see Figure 4, Sheet 9 of 16). 

3.1.14 RESOURCE 14: VILLANOVA STATION (KEY NO. 827801) 

The Villanova Station, in Radnor Township, Delaware County, was given a determination of 

eligibility on February 9, 2009 (McDonald 2009). It is significant for transportation and 

education under Criterion A for its association with Villanova University Campus and the 

Pennsylvania Railroad Main Line. It was constructed in 1872 and enlarged in 1906 and is 

composed of shelters on both sides of the tracks. Constructed of stone, the main station has

intersecting gables and two brick chimneys topped with corbelled chimney caps. The building 

also features wood brackets beneath the wide, overhanging eaves. Because of the property’s 

location within the railroad ROW, it has been included in the APE (see Figure 4, Sheet 9 of 16). 

3.1.15 RESOURCE 15: RADNOR STATION (KEY NO. 101246) 

Radnor Station, in Radnor Township, Delaware County, was determined individually eligible for 

NRHP listing on March 22, 1993 (CRGIS 2015; Meyer 1992), and was evaluated again during a 

county-wide survey in 2003 (Wise 2003). The station is significant under Criterion A in the area 

of transportation and under Criterion C in the area of architecture. The survey forms did not 

indicate boundaries for the historic property. The Radnor Station structures date from 1872 and 

1894, with additions and/or alterations in 1895 and 1916. The station structures include a brick 

station building with canopy and ticket agent’s residence on the westbound side and an 

eastbound platform and shelter. The PHRS form prepared in 1992 noted that this station was 

designed by the engineering staff of the PRR and that this particular version of a station was not 

found elsewhere on the railroad line. The surveyor stated that this station showed “characterdefining elements of the Italianate style, including the use of “a pronounced verticality of 

massing, a relatively thin roof plane, vertical fenestration, and prominent bracing” (Meyer 1992). 

The PHMC subsequently stated that this station could be more accurately classified as High 

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Victorian Gothic, specifically a “brick version of the Stick style.” Because of the property’s 

location within the railroad ROW, it has been included in the APE (see Figure 4, Sheet 10 of 16). 

3.1.16 RESOURCE 16: LOUELLA COURT HISTORIC DISTRICT (KEY 

NO. 128860) 

The Louella Court Historic District, in Radnor Township, Delaware County, was determined 

eligible for NRHP listing on July 14, 2004 (CRGIS 2015). The district is significant under 

Criterion C in the areas of architecture and community planning. The northern boundary of the 

district borders on the railroad, and its southern boundary is East Lancaster Avenue, with 

residential properties adjacent to the historic district on its east and west sides. Throughout the 

district, the buildings are oriented toward the Louella Court Apartments, a large, Second Empirestyle structure dating from 1865 and previously known as Louella Mansion. The buildings in the 

north half of the district are oriented away from the railroad. Most of the structures date to circa 

1926-1929. The other buildings in Louella Court typically reflect the Tudor-Revival style in 

their use of exterior stucco wall cladding, their steeply-pitched roofs and cross-gables, large 

chimneys (some with chimney pots), and the use of multiple-paned windows. The Colonial 

Revival style is also present in the district. Because of the property’s proximity to the railroad 

ROW, it has been included in the APE (see Figure 4, Sheet 11 of 16). 

3.1.17 RESOURCE 17: WAYNE STATION (KEY NO. 106136) 

Wayne Station, in Radnor Township, Delaware County, was listed in the NRHP on June 21, 

1999 (CRGIS 2015). The station is significant under Criterion A in the area of transportation 

and under Criterion C in the area of architecture. Its Period of Significance is 1881 to 1948. The 

2.2-acre property includes two Late Victorian-style buildings and a track-level shelter on the 

north, the station building on the south, and an underground tunnel connecting the two sides. Its 

boundary is generally delineated by Pennsylvania Avenue to the north, the eastern boundary line 

of a SEPTA parking lot to the east, Station Avenue to the south, and North Wayne Avenue to the 

west. The station was designed by the Wilson Brothers, an important architectural firm of the 

time period whose firm designed other PRR stations along the Main Line and in Philadelphia and 

the PRR’s Bryn Mawr Hotel. It is important for its incorporation of newly established 

standardized features into the design of the PRR’s railroad stations. The architectural style of the 

Wayne Station complex exhibits several different architectural styles and is significant for its 

departure from the earlier Stick style used on PRR stations. The Wilson Brothers’ design

included elements from the Shingle style, the Queen Anne style, and Tudor Revival or “Old 

English” styles (Higgins et al. 1999). Because of the property’s location within the railroad 

ROW, it has been included in the APE (see Figure 4, Sheet 11 of 16). 

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3.1.18 RESOURCE 18: NORTH WAYNE HISTORIC DISTRICT (KEY 

NO. 064497) 

The North Wayne Historic District, in Radnor Township, Delaware County, was listed in the 

NRHP on July 25, 1985 (CRGIS 2015). The district is significant under Criterion C in the areas 

of architecture and community planning. Its Period of Significance is 1886 to 1927. It is 

generally bounded by Eagle Road on the north, with a northwestern projection consisting of 

properties on Woodland Court; Radnor Street Road to the northeast; properties on the southern 

side of Poplar Avenue to the southeast; and properties along the western side of North Wayne 

Avenue on the southwest. The southernmost tip of the historic district is located at North Wayne 

Avenue and Poplar Avenue and is to the north of Amtrak’s parking lot beyond the north side of 

the tracks. Because of the property’s proximity to the railroad ROW, it has been included in the 

APE (see Figure 4, Sheet 11 of 16). 

The 97-acre historic district contains a residential development by Anthony J. Drexel and George 

W. Childs, comprising approximately 13 blocks with over 300 dwellings. Noted architects of the 

day, such as Frank and William L. Price, J. C. Worthington, Horace Trumbauer, and Brown and 

Day designed many of the residences in the district. The historic district is significant because it 

is a large and remarkably well-preserved example of an American railroad commuter suburb, 

with numerous examples of late and post-Victorian-style domestic architecture (Noll et al. 1985) 

3.1.19 RESOURCE 19: DOWNTOWN WAYNE HISTORIC DISTRICT 

(KEY NO. 827766) 

The Downtown Wayne Historic District, in Radnor Township, Delaware County, was listed in 

the NRHP in 2003 (CRGIS 2015). The district is significant under Criterion C in the area of 

architecture. The center of Wayne dates from 1864, when developer J. Henry Askin purchased 

acreage, formerly owned by Thomas Maule, and developed his suburban estate, Louella. Askin 

added additional acreage purchased from Abraham family heirs, so that by 1870, his estate 

covered the center of the current area comprising downtown Wayne. Askin developed the 

residential community around his estate. By 1870, the railroad stop at Wayne had changed 

names from “Cleaver’s Landing” to “Wayne” in honor of General Anthony Wayne. The easy

rail access from Philadelphia enabled the community surrounding the Wayne railroad station to 

develop first as a summer resort for railroad executives and their families, then as a growing 

suburban community. The northernmost boundary line of the historic district is just over one 

block south of the southern edge of the railroad ROW; thus, it is included within the APE (see 

Figure 4, Sheet 11 of 16). 

3.1.20 RESOURCE 20: STRAFFORD STATION (KEY NO. 079668) 

Strafford Station, in Tredyffrin Township, Chester County, was listed in the NRHP on July 26, 

CRGIS 2015). The station is significant under Criterion A in the area of transportation and 

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under Criterion C in the area of architecture. Its Period of Significance is 1800-1899. The 5.7-

acre property is bound by Crestline Road on the north, Strafford Avenue on the south, and Old 

Eagle School Road on the west. Originally constructed in 1876 for the Centennial Exposition in 

Philadelphia, it was moved to Wayne after the close of the Exposition (circa 1880), and then 

again in 1887 to its current location in Strafford. This highly decorative building is a noteworthy 

example of the Eastern Stick Style (Goshorn et al. 1984), and it retains many of the characterdefining aspects of the Stick style including the application of bands of diagonal, wood 

“stickwork” on the exterior walls, broad overhanging eaves, cornice brackets, and other 

decorative elements. Because of the station’s location within the railroad ROW, it has been 

included in the APE (see Figure 4, Sheet 12 of 16). 

3.1.21 RESOURCE 21: CRAMOND (KEY NO. 050893) 

The house known as Cramond, in Tredyffrin Township, Chester County, was listed in the NRHP 

on June 30, 1983 (CRGIS 2015). The property is significant under Criterion C in the area of 

architecture. Constructed in 1986, the house was designed by the renowned architectural firm of 

McKim, Mead, and White, of New York City. It is claimed to be one of the first extant houses 

built in the Classical-Revival Style houses and remains as an important national landmark that 

initiate the style in America Domestic Architecture. According to the NRHP nomination form, 

Daniel S. Newhall, a PRR railroad executive who commissioned the residence, probably chose 

this particular site for his country retreat because of the view of the railroad from its front 

windows (Cook et al. 1983). The rectangular-shaped property is generally bound by Old Eagle 

School Road to the west, the rear of the tax parcel to the north, the eastern edge of the tax parcel 

to the east, and the north edge of Crestline Road to the south. The southern side of the property 

is directly across the street from the northern edge of the Amtrak parking lot; thus, the property is 

included in the APE (see Figure 4, Sheet 12 of 16). 

3.1.22 RESOURCE 22: GROVE AVENUE SERVICE STATION (KEY NO. 

112814) 

The Grove Avenue Service Station in Tredyffrin Township, Chester County, was determined 

eligible for NRHP listing on March 2, 2000 (CRGIS 2015). The property is significant under 

Criterion A for transportation, specifically for its relationship with U.S. 30, also known as the 

Lincoln Highway. It is also significant under Criterion C in the area of architecture as a 

representation of the “Colonial Revival Commercial Style,” according to records (CRGIS 2015). 

The former gas station (now out of service) sits on the south side of the railroad corridor and 

along the north side of State Route 30 at Grove Avenue. The building’s main core served as the 

station’s office, and a service bay was appended to the west. The service station appears to be a 

rendition of the circa-1929 “English Cottage” station design, developed by the Pure Oil 

Company. Designed to look like a small residential cottage, the building features a very steeply 

pitched roof sheathed with glazed blue tiles (now painted orange) and a tapered chimney with 

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glazed chimney pots on each gable end. Other cottage-style characteristics include the hippedroof bay window to the west of the door and a small, arched window to the east of the door, both 

with multiple panes. During the late 1920s, some of the oil companies were designing stations 

purposely made to look like a small house in the hopes of attracting customers and helping the 

stations blend into the neighborhoods. Situated directly along Route 30, or the Lincoln 

Highway, the Grove Avenue Station is a good example of roadside architecture. The northern 

edge of the property abuts the southern edge of the railroad ROW; therefore, the property is 

included in the APE (see Figure 4, Sheet 13 of 16). 

3.1.23 RESOURCE 23: PENNSYLVANIA RAILROAD (PHILADELPHIA 

TO MORRISVILLE/NEW YORK) (KEY NO. 125733) 

The Pennsylvania Railroad Main Line (Philadelphia to Morrisville/New York) was determined 

eligible for NRHP listing on September 14, 1995, and again on November 16, 2007. The 

resource is eligible under Criterion A in the areas of transportation and economics and Criterion 

C for engineering. New York was the PRR’s second busiest area for commuter operations, 

followed by Philadelphia and its suburbs, particularly since the PRR had actively engaged in 

promoting development of affluent communities along its Main Line since the end of the Civil 

War. Specifically, this portion of the Pennsylvania Railroad connected two key U.S. cities and 

provided the railroad with a route to move freight and passengers from America’s largest port 

city (New York) to Philadelphia and points west. Most of the railroad’s components are 

considered to be Contributing Resources, including the tracks and roadbed, bridges, viaducts, 

signals, relay boxes, stations, interlocking towers, substations, catenary structures, and other 

features within the NRHP-eligible Pennsylvania Railroad. The railroad intersects the 

Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) at the projects eastern terminus at 

the Zoo substation; therefore it is included in the APE (see Figure 4, Sheet 1 of 16). 

3.1.24 RESOURCE 24: PENNSYLVANIA RAILROAD MAIN LINE 

(PHILADELPHIA TO HARRISBURG) (KEY NO. 105675) 

The Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) historic district was 

determined eligible for NRHP listing on September 14, 1993, and on November 16, 2007 

(CRGIS 2015). The resource meets NRHP Criteria A and C for its statewide significance in 

transportation, economy, and the development of Pennsylvania’s industries and communities. 

The historic district’s Period of Significance is 1832 to 1958. Its boundary can be generally 

described as following the railroad’s engineered right of way starting at the eastern terminus at 

Amtrak’s 30th Street station and ending at the train station at Harrisburg, Pennsylvania. A 

portion of the railroad corridor was historically important and was known as the “Main Line” of 

the Pennsylvania Railroad, running from Philadelphia to the western suburbs, extending through 

several counties and numerous communities from Overbrook to Paoli. The Pennsylvania 

Railroad (PRR) and its land acquisition and development activities adjacent to the railroad and 

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surrounding its stations played a critical role in developing the linear system of suburban villages 

along its Main Line west of Philadelphia. The railroad influenced the physical layout, politics, 

architecture, social and cultural patterns, and economic forces affecting the communities (Messer 

2000). 

The Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) historic district includes 

many Contributing Resources. Contributing Resources of a railroad, also known as major built 

elements, are those that were constructed within the Period of Significance and were constructed, 

owned, and used for the purpose of the railroad. They are defined as features that were crucial to 

the railroad’s continued operation and were directly related to its function. They can include, but 

are not limited to, train stations, bridges, tunnels, major built culverts, rail yards and associated 

buildings, interlocking towers, catenary structures, extant railroad shops such as substations, 

signal towers, freight houses, head or stub stations, train sheds, and terminals (Nagle 2012). A 

portion of the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) historic district, 

from the Philadelphia Zoo substation to the Paoli substation, is contained within the APE (see 

Figure 4, Sheets 1 through 16). 

3.1.25 RESOURCE 25: THE PHILADELPHIA & WESTERN RAILROAD 

(NORRISTOWN HIGH SPEED LINE) (KEY NO. 128825) 

The Philadelphia & Western Railroad (Norristown High Speed Line) was determined eligible for 

NRHP listing on June 21, 2004 (CRGIS 2015). The railroad is considered eligible under 

Criterion A for its association with the development of an early twentieth-century inter-urban 

railroad in Pennsylvania. The historic district can be generally described as following the 

railroad’s engineered right of way starting at the 69th Street terminal in Upper Darby, Delaware 

County, and traveling in a northwest direction where it crosses over the Pennsylvania Railroad 

Main Line (Philadelphia to Harrisburg) to the west of State Route 476 in Radnor Township, 

Delaware County, before ending at Norristown in Montgomery county (Figure 4, Sheet 10 of 

16), 

3.1.26 RESOURCE 26: WILLIAM PENN MILE MARKERS (KEY NO. 

101320) 

The William Penn Mile Markers were determined eligible for listing in the NRHP on March 2, 

1993 (CRGIS 2015). The markers are considered eligible under Criterion A in the area of 

transportation, in association with the Philadelphia and Lancaster Turnpike. Twelve markers are 

located in Lower Merion Township, Montgomery County, and one marker is in Radnor 

Township, Delaware County. One marker in Ardmore is located at the southwest edge of 

Lancaster Avenue. Because of its proximity to the railroad, it is included within the project 

APE. Another marker is located within the Downtown Wayne Historic District, which is also in 

eh APE (Figure 4, Sheet 11 of 16), 

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3.1.27 RESOURCE 27: CLONMEL-ROSSLEVYN (KEY NO. 065460) 

Clonmel-Rosslevyn, at 144 Old Eagle School Road, Strafford, in Tredyffrin Township, Chester 

County, was determined eligible for listing in the NRHP on March 16, 2015 (McDonald 2015a). 

The building possesses significance under Criterion C in the area of Architecture for its 

representation of a ca. 1910 Tudor Revival-style residence. Its Period of Significance is 1889 to 

1910, and its boundary would include the current tax parcel for the mansion, in addition to the 

resources included in Key No. 827911 and Key No. 827912, a gatehouse and a stable that were 

formerly associated with the property but that currently are located on separate tax parcels. 

Because of its proximity to the railroad, it is included within the project APE (see Figure 4, Sheet 

12 of 16). 

3.1.28 RESOURCE 28: DEVEREUX FOUNDATION (KEY NO. 201351) 

The Devereux Foundation at 228 Highland Avenue, Devon, Easttown Township, Chester 

County, was determined eligible for listing in the NRHP on April 24, 2015 (McDonald 2015b). 

The buildings on the property possess significance under Criterion A in the area of Education for 

their association with the early development of Special Education by the Devereux Foundation. 

The property is also eligible under Criterion B for its association with Helena Trafford Devereux, 

a pioneer in the field of special education. The Period of Significance for the property is 1918 to 

1965, and its boundary encompasses the 7.8-acre parcel and the existing four buildings on the 

parcel, all of which are Contributing Resources to the historic property. The southern side of the 

property abuts the railroad ROW; thus it is included within the APE (see Figure 4, Sheet 13 of 

16). 

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4.0 EFFECTS ASSESSMENT ON HISTORIC PROPERTIES 

4.1 DEFINITION OF EFFECT

According to the regulations set forth in 36 CFR Part 800 (ACHP 2014), because historic 

properties are located within the APE for the undertaking, it is necessary to assess whether the 

undertaking may affect the properties. An Effect is defined as an alteration to the characteristics 

of a historic property that qualifies it for inclusion in or eligibility for the NRHP (ACHP 2014). 

The identification of historic resources and the application of the definition of effect results in 

one of two findings. If the agency official finds that there are no historic properties present in 

the APE or if there are historic properties present but the undertaking will have no effect on 

them, a finding of “No Historic Properties Affected” will be made. If the agency finds that there 

are historic properties present in the APE that may be affected by the undertaking, a finding of 

“Historic Properties Affected” will be made, and the agency shall notify all Consulting Parties 

and invite their views on the effects and adverse effects, if any, on the historic properties, in 

accordance with 36 CFR Part 800.5 (ACHP 2014). 

4.2 CRITERIA OF ADVERSE EFFECT

If it is found that the undertaking may affect historic properties in the APE, according to the 

regulations set forth in 36 CFR Part 800, the Criteria of Adverse Effect are applied. An Adverse 

Effect is found when an undertaking may alter, either directly or indirectly, the characteristics of 

a historic property that qualify it for inclusion in or eligibility for the NRHP in a manner that 

would diminish the integrity of the property’s location, design, setting, materials, workmanship, 

feeling, or association. Consideration is given to all qualifying characteristics of a historic 

property, including those that may have been identified subsequent to the original evaluation of 

the property’s eligibility for inclusion in the NRHP. Adverse effects may include reasonably 

foreseeable impacts that could be caused by the undertaking and that may be cumulative, may 

occur later in time, or may occur further removed in distance (ACHP 2014). According to 36 

CFR800.5(a)(2), adverse effects on historic properties include, but are not limited to: 

• Physical destruction of or damage to all or part of the property; 

• Alteration of a property, including restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, and provision of handicapped access, that 

is not consistent with the Secretary’s Standards for the Treatment of Historic Properties 

(36 CFR Part 68) and applicable guidelines; 

• Removal of the property from its historic location;

• Change of the character of the property’s use or of physical features within the property’s 

setting that contribute to its historic significance;

• Introduction of visual, atmospheric, or audible elements that diminish the integrity of the 

property’s significant historic features; and

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• Neglect of a property which causes its deterioration, except where such neglect and 

deterioration are recognized qualities of a property of religious and cultural significance 

to a Native American tribe or a Native Hawaiian organization; and

• Transfer, lease, or sale of a property out of federal ownership or control without adequate 

and legally enforceable restrictions or conditions to ensure long-term preservation of the 

property’s historical significance (ACHP 2014). 

If an Adverse Effect is found, the agency official shall consult further to resolve the Adverse 

Effect pursuant to Section 800.6 of the regulations. The resolution of adverse effects can include 

continuing consultation between the agency and the SHPO and preparing and enacting mitigation 

and minimization procedures through a Memorandum of Agreement (MOA). 

4.3 EFFECTS ASSESSMENT

The effects assessment was conducted using the Preferred Alternative for the project, Alternative

1. Under this alternative, the catenary poles will be replaced between 51st Street and Paoli and 

new transmission poles and lines will be installed. In addition, the Bryn Mawr Switching Station

building, historically known as the Bryn Mawr Substation, will be replaced with a new traction 

power substation. The effects of the work required for the Preferred Alternative on each of the 

28 historic properties is presented below. First, the definition of effect is applied, followed by 

the application of the Criteria of Adverse Effect to each resource, where warranted. The results 

are summarized in the last column of Table 3-1. Because no catenary structures will be replaced 

between the Zoo Substation and 51st Street and only signal wire will be replaced on existing 

poles in this segment of the project, the Definition of Effect was applied jointly to all of the 

resources in that segment. 

4.3.1 RESOURCE 1: FAIRMOUNT PARK HISTORIC DISTRICT (KEY 

NO. 001364) 

The Fairmount Park Historic District, in the City of Philadelphia, Philadelphia County, was listed 

in the NRHP on February 7, 1972 (CRGIS 2015). The park is significant under Criterion C, 

specifically in the areas of architecture, community planning, conservation, landscape 

architecture, and art. The eastern terminus of the proposed undertaking is at the Zoo substation, 

which is adjacent to the southwestern boundary of the Fairmount Park Historic District, as shown 

in Figure 4: Sheet 1 of 16 (see Photographs 1 and 2). No catenary structures will be replaced in 

the vicinity of the NRHP-listed Fairmount Park Historic District; only signal cables will be 

replaced in this segment. 

4.3.2 RESOURCE 2: 40TH STREET BRIDGE OVER AMTRAK (BMS 

67730102400122; KEY NO. 137498) 

The 40th Street Bridge over Amtrak, in the City of Philadelphia, Philadelphia County, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is significant 

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under Criterion A in the area of transportation and under Criterion C in the area of engineering. 

No catenary structures will be replaced in the vicinity of the NRHP-eligible 40th Street Bridge 

over Amtrak (see Photographs 3 and 4). Only signal cables will be replaced in this segment. 

4.3.3 RESOURCE 3: 42ND STREET BRIDGE OVER AMTRAK (BMS 

67730102700125; KEY NO. 102489) 

The 42nd Street Bridge over Amtrak, in the City of Philadelphia, Philadelphia County, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is significant 

under Criterion A in the area of transportation and under Criterion C for engineering. The 42nd 

Street Bridge crosses over the subject railroad. No catenary structures will be replaced in the 

vicinity of the bridge (see Photographs 5 and 6). Only signal cables will be replaced in this 

segment. 

4.3.4 RESOURCE 4: PARKSIDE HISTORIC DISTRICT (KEY NO. 

064342) 

The Parkside Historic District, in the City of Philadelphia, Philadelphia County, was listed in the 

NRHP on November 17, 1983 (CRGIS 2015). It is significant under Criterion C in the areas of 

architecture and community planning, and its Period of Significance is 1890-1900. No catenary 

structures will be replaced in the vicinity of the Parkside Historic District (see Photographs 7 and 

8). Only signal cables will be replaced in this segment. 

4.3.5 RESOURCE 5: BELMONT AVENUE HISTORIC DISTRICT (KEY

NO. 097543) 

The Belmont Avenue Historic District, in the City of Philadelphia, Philadelphia County, was 

determined eligible for listing in the NRHP on August 29, 1990 (CRGIS 2015). The district is 

significant under Criterion C in the area of architecture. The proposed undertaking is occurring 

below grade adjacent to the northern end of the NRHP-eligible Belmont Avenue Historic District 

(see Photographs 9 and 10). No catenary structures will be replaced at the location of the historic 

district. Only signal cables will be replaced in this segment. 

 

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Table 4-1 to Table 4-5: Results of Application of Definition of Effect for Fairmount Park Historic 

District; 40th Street Bridge over Amtrak; 42nd Street Bridge over Amtrak; Parkside Historic 

District; and Belmont Avenue Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 800.16(i). 

Since no catenary structures will be replaced at 

the location of each of the above-listed resources, 

there will be no introduction of an incompatible 

visual element. Therefore, the proposed project 

will not alter the characteristics that qualify each 

resource for listing in the NRHP. 

Finding

The proposed undertaking will not have an Effect

on the Fairmount Park Historic District; 40th

Street Bridge over Amtrak; 42nd Street Bridge 

over Amtrak; Parkside Historic District; and 

Belmont Avenue Historic District, resulting in 

a finding of No Historic Properties Affected. 

4.3.6 RESOURCE 6: OVERBROOK FARMS HISTORIC DISTRICT 

(KEY NO. 082616) (INCLUDES OVERBROOK STATION)

The Overbrook Farms Historic District, in the City of Philadelphia, Philadelphia County, was 

listed in the NRHP on March 21, 1985 (CRGIS 2015). Developed by Drexel and Company, the 

district is significant under Criterion C in the areas of architecture and community planning, and 

its Period of Significance is 1893 to 1934. The Overbrook Farms Historic District straddles the 

railroad ROW, lying on both sides of the APE. Most of the buildings in the historic district, 

however, are oriented away from the railroad tracks and toward the roadways. Seven sets of 

catenary structures will be replaced and will be visible from both sides of the historic district 

north and south of the ROW. The seven existing catenary structure heights range from 56’-2” 

high to 72’-2” high. The heights of the new structures will be 66’-2”, 72’-2”, and 82’-2”.Three 

structures will be at 62’-2”, three at 72’-2”, and just one structure at the 82’-2”-height. The 82’-

2”-high catenary structure will be erected in front of the Overbrook Station, a Contributing 

Resource to the Overbrook Farms Historic District (see Photographs 11, 12, 13, and 14). 

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Table 4-6a: Results of Application of Definition of Effect for Overbrook Farms Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 800.16(i). 

Seven sets of catenary structures, ranging from 

56’-2” high to 72’-2” high, will be replaced 

by 66’-2”-high to 82’-2”-high structures along 

the ROW in the historic district. The 82’-2”-high

structure will be directly in front of the 

Overbrook Station and may introduce an 

incompatible visual element to the setting of the 

historic district. Therefore, the proposed project 

may alter the characteristics that qualify it for 

listing in the NRHP, namely the district’s 

distinctive and varying architecture, and the 

visual quality of the planned community. 

Finding

The proposed undertaking will have an Effect on 

the Overbrook Farms Historic District resulting in 

a finding of Historic Properties Affected. 

Pursuant to 36 CFR Part 800.11(e) the Criteria of 

Adverse Effect must be applied. 

Table 4-6b: Results of Application of Criteria of Adverse Effect for Overbrook Farms Historic

District. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction or damage to the Overbrook Farms 

Historic District. 

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Criteria of Adverse Effect Evaluation 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The proposed project and replacement of the 

catenary structures will not alter the Overbrook 

Farms Historic District in a manner that is 

inconsistent with the Secretary’s Standards for 

the Treatment of Historic Properties (36 CFR 

Part 68) and applicable guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove the 

Overbrook Farms Historic District, or any of its 

elements, from their historic location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the district’s use. The character of 

the physical features within the property’s setting 

is being changed because of the 10’-0” increase 

in the structure heights. However, the change in 

character will be minimal. The introduction of 

the increased structure heights will not be 

incompatible with the existing setting, and it will 

continue to be able to convey its historic 

significance. Part of the historic district’s history 

and significance is derived from its proximity to 

and relationship with the railroad. The railroad 

and its features, including catenary structures, 

have always been an important part of the setting 

of the planned suburban development and 

contribute to the resource’s historic significance. 

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Criteria of Adverse Effect Evaluation 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The height increase of the seven catenary 

structures, ranging from 10’-0” to 20’-0”, will 

introduce a new visual element to the historic 

district and the station. The introduction is not 

incompatible, however, and its appearance will 

not diminish the integrity of the historic district’s

character-defining features, namely the 

architectural diversity and visual quality of the 

planned suburban development. It has 

historically been adjacent to the railroad, and 

the railroad infrastructure, including catenary 

structures, has always been visible from the 

development. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The removal and installation of new catenary 

structures will introduce audible and vibration 

elements; however, they will be of a temporary 

nature and will cease upon project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The proposed project will not result in the 

neglect or deterioration of the Overbrook Farms 

Historic District. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The proposed project will not result in the 

transfer, lease, or sale of the Overbrook Farms 

Historic District. 

Finding The proposed project will have No Adverse 

Effect on the Overbrook Farms Historic District. 

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4.3.7 RESOURCE 7: SR 1 BRIDGE OVER AMTRAK (BMS 

67000100301217; (KEY NO. 137615) 

The SR 1 Bridge over Amtrak, located on the Montgomery and Philadelphia County line, was 

determined eligible for NRHP listing on March 5, 2007 (CRGIS 2015). The bridge is significant 

under Criterion A in the area of transportation and under Criterion C for engineering. Two sets of 

catenary structures will be replaced, with one set on each side of the NRHP-eligible SR 1 Bridge 

over Amtrak. The towers on the east side of the bridge, currently at 72’-2” high, will be located 

approximately 150 feet from the bridge, and the towers on the west, currently at 67’-2” high, will 

be approximately 100 feet from the bridge’s western side. Both sets of the new towers will be 

82’-2” high. 

Table 4-7: Results of Application of Definition of Effect for SR 1 Bridge over Amtrak. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two sets of catenary structures, at 72’-2” and 

67’-2” in height, will be replaced with 82’-2”-

high structures, with one set on each side of the 

SR 1 Bridge. The structures will be located far 

enough from the bridge that there will be no 

introduction of an incompatible visual element 

within the bridge’s setting. The proposed project 

will not alter the SR 1 Bridge over Amtrak, or 

any of the characteristics that qualify it for

listing in the NRHP, including the design of the 

rigid steel frame bridge and the Art Deco 

detailing. 

Finding

The proposed undertaking will not have an Effect

on the SR 1 Bridge over Amtrak, resulting in a 

finding of No Historic Properties Affected. 

4.3.8 RESOURCE 8: MERION STATION (KEY NO. 097341) 

Merion Station, in Lower Merion Township, Montgomery County was determined individually 

eligible for NRHP listing on November 8, 1991 (CRGIS 2015). The station building complex, a 

combination train station and U.S. Post Office, is significant under Criterion A in the area of 

transportation for its association with the Pennsylvania Railroad Main Line, and under Criterion 

C in the area of architecture. There are currently two catenary structures near the Merion 

Station. One structure, located in front of the westbound station building, is currently 50’-2” in 

height and will be replaced with a new 75’-2” high structure. Another structure, located 8’-0” 

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north of a supporting building associated with the station beside the westbound tracks, is 

currently 50’-2” high and will be replaced with a 60’-2”-high structure (see Photographs 15 and 

16). The new structure’s location will be 25’-0” north of the existing structure and farther away 

from the station. 

Table 4-8a: Results of Application of Definition of Effect for Merion Station.

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two sets of 50’-2”-high catenary structures will 

be replaced with 75’-2”- and 60’-2”-high 

structures near the Merion Station building. 

Their location near the station building may 

introduce visual elements that are incompatible 

with the setting and that may alter the 

characteristics that qualify the station for listing 

in the NRHP, which include its distinctive 

Craftsman-style architecture. 

Finding

The proposed undertaking will have an Effect on 

the Merion Station, resulting in a finding of 

Historic Properties Affected. Pursuant to 36 

CFR Part 800.11(e) the Criteria of Adverse 

Effect must be applied. 

Table 4-8b: Results of Application of Criteria of Adverse Effect for Merion Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, but 

may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction or damage to the Merion Station. 

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Criteria of Adverse Effect Evaluation 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, and 

provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The replacement of the catenary structures will 

not alter the Merion Station in a manner that is 

inconsistent with the Secretary’s Standards for 

the Treatment of Historic Properties (36 CFR 

Part 68) and applicable guidelines.

(iii) Removal of the property from its historic 

location 

The proposed project will not result in the 

removal of the Merion Station from its historic 

location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The 10’-0” to 20’-

0” height increase of the new catenary structures 

will change the character of the physical features 

within the property’s setting. The change in 

character will be minimal, however. The 

introduction of the increased structure heights 

will not be incompatible with the existing setting

as it contributes to the property’s historic 

significance. The station’s significance is derived 

from its direct relationship with the railroad. The 

railroad and its features, including catenary 

structures, have always been an important part of 

the station’s setting. 

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Criteria of Adverse Effect Evaluation 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of the 

property’s significant historic features

The two new catenary structures to be installed 

near the station building will introduce visual 

elements; however they will not be incompatible 

with the railroad-related property and will not 

diminish the integrity of the property and the 

character-defining features of its Craftsman-style 

architecture. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The removal and installation of new catenary 

structures will introduce audible and vibration

elements; however, they will be of a temporary 

nature and will cease upon project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The proposed project will not result in the neglect 

or deterioration of the Merion Station.

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the property’s 

historic significance

The proposed project will not result in the 

transfer, lease, or sale of the Merion Station. 

Finding The proposed project will have No Adverse 

Effect on the Merion Station. 

4.3.9 RESOURCE 9: WYNNEWOOD STATION (KEY NO. 097340) 

Wynnewood Station, in Lower Merion Township, Montgomery County, was constructed in 1870 

and was determined individually eligible for NRHP listing on November 8, 1991 (CRGIS 2015). 

The station is significant under Criterion A in the area of transportation and under Criterion C in 

the area of architecture. At the time of the survey no boundaries of the historic property were 

delineated. There are no catenary structures currently in front of the station buildings; however, 

there are two structures to the east and west of the station. Two existing 50’-2”-high catenary 

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structures will be replaced with 60’-2”-high structures. One structure will be placed 

approximately 10’-0” west of the existing structure, or 50’-0” east of the eastbound station 

building, and the other will be placed approximately 10’-0” west of the existing structure, or 

approximately 125’-0” west of the eastbound building (see Photographs 17 and 18). 

Table 4-9: Results of Application of Definition of Effect for Wynnewood Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two existing 50’-2”-high catenary structures 

near the NRHP-eligible Wynnewood Station will 

be replaced. The new structures will be at 

distances of approximately 50’-0” and 125’-0” 

from the station buildings. Because of this

distance, the proposed project will not introduce 

incompatible visual elements to the station’s 

setting, and it will not alter any of the 

characteristics that qualify the station for listing 

in the NRHP, including its Stick style 

architecture.

Finding The proposed project will not have an Effect on 

the Wynnewood Station, resulting in a finding of 

No Historic Properties Affected. 

4.3.10 RESOURCE 10: ARDMORE COMMERCIAL HISTORIC 

DISTRICT (KEY NO. 097509) 

The Ardmore Commercial Historic District, in Lower Merion Township, Montgomery County, 

was determined eligible for listing in the NRHP on October 18, 1991 (CRGIS 2015). The 

district is significant under Criterion C in the area of architecture. The Ardmore Commercial 

Historic District is just outside of the railroad ROW on its southwest side but was included in the 

APE to assess the visual effects of the project on it. Most of the historic district’s commercial 

buildings are oriented to the southwest, in the opposite direction from the railroad (see 

Photographs 19 and 20). Four approximately 50’-0”-high existing catenary structures will be 

removed in the section of ROW that lies parallel to the historic district. In their place will be six 

new catenary structures ranging from 71’-8” high to 90’-4” high. 

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Table 4-10: Results of Application of Definition of Effect for Ardmore Commercial Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Four approximately 50’-0”-high catenary 

structures will be replaced with six structures 

ranging from 71’-8” to 90’-4” high. Because of 

the location of the ROW in relation to the 

historic district and the orientation of the 

district’s buildings, there will be no introduction 

of incompatible visual elements to the historic 

district. The proposed project will not alter any 

of the characteristics that qualify it for listing in 

the NRHP, namely the district’s distinctive and 

varying architecture, and the visual quality of the 

planned community. 

Finding

The proposed project will not have an Effect on 

the Ardmore Commercial Historic District, 

resulting in a finding of No Historic Properties 

Affected. 

4.3.11 RESOURCE 11: HAVERFORD STATION (KEY NO. 079593) 

Haverford Station, in Lower Merion Township, Montgomery County, was determined eligible 

for NRHP listing on January 25, 1982 (CRGIS 2015). The station is significant under Criterion 

A in the area of transportation and under Criterion C in the area of architecture. In the area of 

Haverford Station, one existing 50’-2”-high catenary structure directly in front of both the 

westbound building and eastbound building will be removed. Two new 60’-2”-high structures 

will be installed. One will be placed approximately 75’-0” northwest of the station buildings on 

both sides of the tracks, and the other will be located within 10’-0”of the southeastern end of the 

eastbound building (see Photograph 21). 

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Table 4-11a: Results of Application of Definition of Effect for Haverford Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One 50’-2”-high catenary structure will be 

removed from in front of the station buildings, and 

two new 60’-2”-high catenary structures will be 

installed. . Because of the proximity of one 

structure near the southeastern end of the stationwithin 10’-0” of the building-the project may 

introduce an incompatible visual element to the 

setting, and the project may alter the characteristics 

that qualify it for listing in the NRHP, including its

Stick-style architecture. 

Finding

The proposed project will have an Effect on 

Haverford Station, resulting in a finding of 

Historic Properties Affected. Pursuant to 36 

CFR Part 800.11(e) the Criteria of Adverse 

Effect must be applied. 

Table 4-11b: Results of Application of Criteria of Adverse Effect for Haverford Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in 

destruction or damage to the Haverford Station. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The removal of a 50’-2”structure from in front of 

the station buildings, the placement of a new 

60’-2”structure 75’-0” northwest of the station 

buildings, and the placement of a new 60’-2” 

structure within 10’-0”of the southeastern end of 

the eastbound building will not alter the 

Haverford Station in a manner that is 

inconsistent with the Secretary’s Standards for 

the Treatment of Historic Properties (36 CFR 

Part 68) and applicable guidelines.

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Criteria of Adverse Effect Evaluation 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove the 

Haverford Station, or any of its elements, from 

its historic location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The removal of the 

structure from in front of the station and the 

placement of catenary structures in new 

locations-with one located 75’-0” northwest of 

the station buildings and the other located 

within 10’-0”of the southeast corner of the 

eastbound station building-will change the 

character of the physical features within the 

property’s setting. Since the new structures will 

still be located within the station’s setting, the 

change in character will be minimal, however, 

and will not be incompatible with the existing 

setting as it contributes to the property’s historic 

significance. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The placement of the new structure within 10’-0” 

southeast of the eastbound building will 

introduce a new visual element in a new 

location; however it will not be incompatible 

with the existing visual elements and will not 

affect the integrity of the station’s Stick-style 

architecture. The railroad infrastructure, 

including the catenary structures and system, was 

always an integral component of the station’s 

setting. The tree trimming will not introduce 

visual elements that diminish the integrity of the 

property’s significant historic features. 

The removal and installation of new catenary 

structures will introduce audible and vibration 

elements; however, they will be of a temporary 

nature during the work at this location and will 

cease upon project completion. 

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Criteria of Adverse Effect Evaluation 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The project will not result in the neglect or 

deterioration of the Haverford Station. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of the Haverford Station. 

Finding The proposed project will have No Adverse 

Effect on the Haverford Station. 

4.3.12 RESOURCE 12: OUR MOTHER OF GOOD COUNSEL ROMAN 

CATHOLIC CHURCH ( KEY NO. 097325) 

Our Mother of Good Counsel Roman Catholic Church, in Lower Merion Township, 

Montgomery County, was determined eligible for NRHP listing on November 8, 1991 (Deibler 

1991). The church is significant under Criterion C in the area of architecture, specifically for 

ecclesiastical architecture. One new 78’-2”-high catenary structure will replace a 50'-2”-high

structure directly north of the parcel containing the church building, which is close to the ROW 

(see Photograph 22). 

 Table 4-12a: Results of Application of Definition of Effect for Our Mother of Good Counsel

Roman Catholic Church. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One new 78’-2”-high catenary structure will 

replace a 50’-2”-high structure directly north of the 

church property. Because of the new structure’s 

location, the project may introduce a visual 

element that detracts from setting, and it may alter 

the characteristics that qualify the property for 

listing in the NRHP, including its Romanesque 

Revival-style architecture.

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Definition of Effect Evaluation 

Finding

The proposed project will have an Effect on Our 

Mother of Good Counsel Roman Catholic 

Church, resulting in a finding of Historic 

Properties Affected. 

Table 4-12b: Results of Application of Criteria of Adverse Effect for Our Mother of Good Counsel 

Roman Catholic Church. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in destruction 

or damage to the Our Mother of Good Counsel 

Roman Catholic Church.

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part

68) and applicable guidelines 

The replacement of the catenary structures near 

the church property will not alter it in a manner 

that is inconsistent with the Secretary’s 

Standards for the Treatment of Historic 

Properties (36 CFR Part 68) and applicable 

guidelines.

(iii) Removal of the property from its historic 

location 

The proposed project will not remove the church 

property or any of its elements from its historic 

location. 

Stell Environmental 4-17 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
Criteria of Adverse Effect Evaluation 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The nearly 30’-0” 

increase in height of the new catenary structure

north of the property will change the character of 

the physical features within the property’s 

setting. The change in character will be minimal, 

however, because the introduction of the 

increased structure height will not be 

incompatible with the existing setting as it 

contributes to the church’s historic significance. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The placement of the higher structure north of 

the church will introduce a visual element; 

however it is not incompatible and will not affect 

the character-defining Romanesque Revival-style 

architecture of the church building. The tree 

trimming will not introduce visual elements that 

diminish the integrity of the property’s 

significant historic features. 

The removal and installation of the new catenary 

structure will introduce audible and vibration 

elements; however, they will be of a temporary 

nature and will cease upon project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The project will not result in the neglect or 

deterioration of Our Mother of Good Counsel 

Roman Catholic Church. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of Our Mother of Good Counsel Roman 

Catholic Church. 

Stell Environmental 4-18 Determination of Effects Report

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Transmission Line Project

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Criteria of Adverse Effect Evaluation 

Finding

The proposed project will have No Adverse 

Effect on Our Mother of Good Counsel Roman 

Catholic Church. 

4.3.13 RESOURCE 13: VILLANOVA UNIVERSITY CAMPUS (KEY NO.

105136) 

Villanova University Campus, in Radnor Township, Delaware County, was determined eligible 

for NRHP listing on April 4, 1995 (CRGIS 2015). The resource is significant under Criterion A 

in the area of education and under Criterion C in the area of architecture. Nine 50’-2”-high 

catenary structures in the ROW adjacent to Villanova University Campus will be removed and 

replaced with 12 new catenary structures (see Photograph 23). The heights of the new structures 

will range from 60’-2” to 82’-2” high, with one structure at 60’-2” high, one at 65’-2” high, one 

at 70’-0”high, four at 72”-2” high, two at 74’-2” high, one at 75’-2” high, and two at 82’-2” high. 

(The 82’-2”-high poles will be on both sides of the Spring Mill Road bridge. 

Table 4-13a: Results of Application of Definition of Effect for Villanova University Campus. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Nine existing 50’-2”-high catenary structures 

will be replaced with 12 new catenary structures, 

with new structures ranging from 60’-2’ to 82’-

2” in height. Because the structure locations are 

within the ROW adjacent to the historic district, 

the project may introduce a visual element to the 

property’s setting, and it may alter the 

characteristics that qualify the property for 

listing in the NRHP, including its varied 

architecture. 

Finding

The proposed project will have an Effect on the 

Villanova University Campus, resulting in a 

finding of Historic Properties Affected. 

Pursuant to 36 CFR Part 800.11(e) the Criteria of 

Adverse Effect must be applied. 

Stell Environmental 4-19 Determination of Effects Report

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Transmission Line Project

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Table 4-13b: Results of Application of Criteria of Adverse Effect for Villanova University Campus. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in 

destruction or damage to the Villanova 

University Campus. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The proposed project will not result in 

destruction or damage to the Villanova 

University Campus. The replacement of the nine

catenary structures with 12 higher structures will 

not alter the Villanova University Campus in a 

manner that is inconsistent with the Secretary’s 

Standards for the Treatment of Historic 

Properties (36 CFR Part 68) and applicable 

guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove Villanova 

University Campus from its historic location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the use of the Villanova University 

Campus. The 10’-0” – 32’-0”height increase in 

the 12 new catenary structures will, however, 

change the character of the physical features 

within the historic property’s setting. The change 

in character will be minimal because the 

introduction of the increased structure height will 

not be incompatible with the existing setting, as 

it contributes to the historic significance of the 

campus. 

Stell Environmental 4-20 Determination of Effects Report

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Criteria of Adverse Effect Evaluation 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The placement of the 12 new catenary structures 

in the ROW adjacent to the Villanova University 

Campus will introduce new visual elements. 

However, they will not be incompatible with the 

existing visual elements and will not affect the 

integrity of the historic district and its ability to 

convey its significance in education and 

architecture. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization

The proposed project will not result in the 

neglect or deterioration of the Villanova 

University Campus. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of the Villanova University Campus. 

Finding The proposed project will have No Adverse 

Effect on the Villanova University Campus.

4.3.14 RESOURCE 14: VILLANOVA STATION (KEY NO. 827801) 

The Villanova Station, in Radnor Township, Delaware County, was given a determination of 

eligibility on February 9, 2009 (McDonald 2009). It is significant under Criterion A for its 

association with Villanova University Campus and the Pennsylvania Railroad Main Line. One 

50’-2”-high catenary structure will be replaced with an 82’-2”-high structure in front of the 

railroad station (see Photograph 24). 

Stell Environmental 4-21 Determination of Effects Report

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Transmission Line Project

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Table 4-14a: Results of Application of Definition of Effect for Villanova Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One existing 50’-2”-high catenary structure will

be replaced with an 82’-2”-high catenary structure 

in front of the railroad station. Because of the 

structure’s location, the project may introduce a 

visual element to the property’s setting, and it 

may alter the characteristics that qualify the 

property for listing in the NRHP. 

Finding

The proposed project will have an Effect on the 

Villanova Station, resulting in a finding of 

Historic Properties Affected. Pursuant to 36 

CFR Part 800.11(e) the Criteria of Adverse Effect 

must be applied. 

Table 4-14b: Results of Application of Criteria of Adverse Effect for Villanova Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to:

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical

destruction or damage to the Villanova Station. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The replacement of the 50’-2’-high structure 

with an 82’-2’-high structure will not alter 

Villanova Station in a manner that is inconsistent 

with the Secretary’s Standards for the Treatment 

of Historic Properties (36 CFR Part 68) and 

applicable guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove the 

Villanova Station, or any of its elements, from its 

historic location. 

Stell Environmental 4-22 Determination of Effects Report

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Criteria of Adverse Effect Evaluation 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the property’s use. The 30’-0”-foot 

height increase in the catenary structure will 

change the character of the physical features 

within the historic property’s setting. However, 

the introduction of the increased structure height 

will not be incompatible with the station’s 

setting and will not affect its historic 

significance. The railroad’s infrastructure, 

including the catenary structures and overhead 

system, has always been an integral part of the 

station’s setting. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The placement of the 82’-2”-high structure in 

front of the railroad station will introduce a new 

visual element; however, it will not be 

incompatible with the railroad-related property 

and will not diminish its integrity. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The project will not result in the neglect or 

deterioration of the Villanova Station.

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of the Villanova Station. 

Finding The proposed project will have No Adverse 

Effect on the Villanova Station. 

Stell Environmental 4-23 Determination of Effects Report

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4.3.15 RESOURCE 15: RADNOR STATION (KEY NO. 101246) 

Radnor Station, in Radnor Township, Delaware County, was determined individually eligible for 

NRHP listing on March 22, 1993 (CRGIS 2015; Meyer 1992), and was evaluated again during a 

county-wide survey in 2003 (Wise 2003). The station is significant under Criterion A in the area 

of transportation and under Criterion C in the area of architecture (see Photograph 25). Two 50’-

2”-high catenary structures near the station building will be replaced with two 60’-2”-high 

structures. One structure will be placed approximately 12’-0” west of the current structure and 

will be approximately 25’-0” west of the westbound station building. It is within the 

recommended boundary of the historic property as indicated on the Pennsylvania Historical 

Resource Survey Form for the station (Wise 2003). The second catenary structure will be placed 

approximately 25’-0” west of the current catenary structure and will be located approximately 

100’-0”east of the eastbound station building. It is outside of the recommended boundary for the 

historic property. 

Table 4-15a: Results of Application of Definition of Effect for Radnor Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two 60’-2”-high catenary structures will replace 

two existing 50’-2”-high structures close to their 

present location. One structure is within the 

boundaries of the historic property, and one is 

outside of it. Because of the new locations of the 

structures, the project may alter the 

characteristics that qualify the station for listing 

in the NRHP, including its Stick-style 

architecture. 

Finding

The proposed project will have an Effect on the 

Radnor Station, resulting in a finding of Historic 

Properties Affected. Pursuant to 36 CFR Part 

800.11(e) the Criteria of Adverse Effect must be 

applied. 

Table 4-15b: Results of Application of Criteria of Adverse Effect for Radnor Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

Stell Environmental 4-24 Determination of Effects Report

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Transmission Line Project

August 2015
Criteria of Adverse Effect Evaluation 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction or damage to the Radnor Station. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The replacement of the 50’-2”-high catenary 

structures with two 60’-2”-high catenary 

structures, one of which is within the 

recommended boundary of the historic property, 

will not alter Radnor Station in a manner that is 

inconsistent with the Secretary’s Standards for 

the Treatment of Historic Properties (36 CFR 

Part 68) and applicable guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove the Radnor 

Station, or any of its elements, from its historic 

location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The 10’-0”-foot 

height increase in both of the new catenary 

structures, one of which is within the 

recommended boundary of the historic property, 

will change the character of the physical features 

within the historic property’s setting. The change 

in character will be minimal, however, because 

the introduction of the increased structure height 

will not be incompatible with the existing setting 

and will not affect the property’s ability to 

convey its historic significance. The railroad’s 

infrastructure, including the catenary structures 

and overhead system, has always been an 

integral part of the station’s setting. 

Stell Environmental 4-25 Determination of Effects Report

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Criteria of Adverse Effect Evaluation 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The replacement of the 50’-2”- high catenary 

structures with two 60’-2”-high catenary 

structures will introduce new visual elements; 

however, they will not be incompatible with the 

railroad-related property and will not diminish 

the integrity of the station building’s Stick-style 

architecture. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The project will not result in the neglect or 

deterioration of the Radnor Station.

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of the Radnor Station. 

Finding The proposed project will have No Adverse 

Effect on the Radnor Station. 

4.3.16 RESOURCE 16: LOUELLA COURT HISTORIC DISTRICT (KEY 

NO. 128860)

The Louella Court Historic District, in Radnor Township, Delaware County, was determined 

eligible for NRHP listing on July 14, 2004 (CRGIS 2015). The district is significant under 

Criterion C in the areas of architecture and community planning. Two existing 50’-2”-high 

catenary structures north of the NRHP-eligible Louella Court Historic District will be replaced 

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with two 60’-2”-high structures (see Photograph 26). Their locations are 100’-0” feet or more 

from the northern boundary of the historic district. 

Table 4-16: Results of Application of Definition of Effect for Louella Court Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two 50’-2”-high existing catenary structures 

north of the Louella Court Historic District will 

be replaced with two 60’-2”-high structures. 

Because of the new structures’ proposed distance 

from the historic district, the project will not 

introduce incompatible visual elements to the 

historic district’s setting or alter the 

characteristics that qualify it for listing in the 

NRHP, including its architectural diversity.

Finding

The proposed undertaking will not have an Effect

on the Louella Court Historic District, resulting 

in a finding of No Historic Properties Affected. 

4.3.17 RESOURCE 17: WAYNE STATION (KEY NO. 106136) 

Wayne Station, in Radnor Township, Delaware County, was listed in the NRHP on June 21, 

1999 (CRGIS 2015). The station is significant under Criterion A in the area of transportation 

and under Criterion C in the area of architecture. One 50’-2”-high catenary structure will be 

replaced by one new 60’-2”-high catenary structure in the same location. The structure will be 

directly in front of both the eastbound and westbound stations, within the boundary of the 

historic property (see Photographs 27 and 28). 

Table 4-17a: Results of Application of Definition of Effect for Wayne Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One 50’-2”-high catenary structure will be 

replaced by a 60’-2”-high catenary structure 

directly in front of the NRHP-listed Wayne 

Station. Because of the structure’s location, the 

project may alter the characteristics that qualify 

the station for listing in the NRHP, namely its 

unique, standardized railroad architecture. 

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Definition of Effect Evaluation 

Finding

The proposed project will have an Effect on 

Wayne Station, resulting in a finding of Historic 

Properties Affected. Pursuant to 36 CFR Part 

800.11(e) the Criteria of Adverse Effect must be 

applied. 

Table 4-17b: Results of Application of Criteria of Adverse Effect for Wayne Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction or damage to Wayne Station. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The installation of the new 60’-2”-high catenary 

structure will not alter Wayne Station in a 

manner that is inconsistent with the Secretary’s 

Standards for the Treatment of Historic 

Properties (36 CFR Part 68) and applicable 

guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed work will not remove Wayne

Station, or any of its elements, from its historic 

location. 

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Criteria of Adverse Effect Evaluation 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The increased 

height of the new 60’-2”-high catenary structure 

will change the character of the physical features 

within the historic property’s setting. However, 

the change in character will be minimal, because 

the increased height will not be incompatible 

with the current setting, and it will not affect the 

property’s ability to convey its historic 

significance. The railroad’s infrastructure, 

including the nearby catenary structures and 

overhead system, has always been an integral 

part of the station’s setting. The addition of a 

new structure to the setting will not affect it. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The increased height of the new structure 

directly in front of the station will introduce a 

visual element; however, it will not be 

incompatible with the railroad-related property 

and will not diminish the integrity of the station 

building’s distinctive form of standardized PRR 

railroad architecture. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The proposed project will not result in the 

neglect or deterioration of the Wayne Station. 

Stell Environmental 4-29 Determination of Effects Report

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Criteria of Adverse Effect Evaluation 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The proposed project will not result in the 

transfer, lease, or sale of the Wayne Station. 

Finding The proposed project will have No Adverse 

Effect on the Wayne Station. 

4.3.18 RESOURCE 18: NORTH WAYNE HISTORIC DISTRICT (KEY 

NO. 064497) 

The North Wayne Historic District, in Radnor Township, Delaware County, was listed in the 

NRHP on July 25, 1985 (CRGIS 2015). The district is significant under Criterion C in the areas 

of architecture and community planning. Near the southernmost point of the North Wayne 

Historic District, two new 60’-2”-high catenary structures will replace two existing 50’-2”-high 

structures. The closest structure will be almost 100 feet south of the historic district. The 

catenary structures will be difficult to see from the NRHP-listed North Wayne Historic District, 

which lies below the grade of the railroad ROW, because of the distance of the catenary 

structures from the historic district and the existing tree screen lining the north side of the ROW 

(see Photographs 29 and 30). 

Table 4-18: Results of Application of Definition of Effect for North Wayne Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two new 60’-2”-high catenary structures will 

replace two existing 50’-2”-high catenary 

structures 100’0” from the southernmost point of 

the North Wayne Historic District. Because of 

their distance from the historic district, the 

project will not introduce any incompatible 

visual elements to the station’ setting, and it will 

not alter the characteristics that qualify it for 

listing in the NRHP, including its architectural 

diversity.

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Definition of Effect Evaluation 

Finding The proposed project will not have an Effect on 

the North Wayne Historic District, resulting in a 

finding of No Historic Properties Affected. 

4.3.19 RESOURCE 19: DOWNTOWN WAYNE HISTORIC DISTRICT 

(KEY NO. 827766) 

The Downtown Wayne Historic District, in Radnor Township, Delaware County, was listed in 

the NRHP in 2003 (CRGIS 2015). The district is significant under Criterion C in the area of 

architecture. Two sets of catenary structures will be installed at points that are approximately 

200’-0” north of the NRHP-listed Downtown Wayne Historic District. One set will replace an 

existing 50’-0”-high structure, and the other will be a new structure. Both structures will stand at 

60’-2” high. 

Table 4-19: Results of Application of Definition of Effect for Downtown Wayne Historic District. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

Two 60’-2”-high catenary structures will be 

installed at points that are approximately 200’-0” 

north of the Downtown Wayne Historic District. 

Because of the distance, the proposed project 

will not introduce incompatible visual elements 

to the historic district’s setting, nor will it alter

the characteristics that qualify the property for 

listing in the NRHP, including its architectural 

diversity.

Finding

The proposed undertaking will not have an Effect

on the Downtown Wayne Historic District, 

resulting in a finding of No Historic Properties 

Affected. 

4.3.20 RESOURCE 20: STRAFFORD STATION (KEY NO. 079668) 

Strafford Station, in Tredyffrin Township, Chester County, was listed in the NRHP on July 26, 

CRGIS 2015). The station is significant under Criterion A in the area of transportation and 

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under Criterion C in the area of architecture. One new 60’-2”-high catenary structure will 

replace an existing 50’-2”-high structure at the NRHP-listed Strafford Station (see Photographs 

31 and 32). The new structure will be placed approximately 10’-0” east of the existing structure, 

and it will be approximately 20’-0” east of the station building. The new structure will lie within 

the boundary of the historic property (Goshorn 1984). 

Table 4-20a: Results of Application of Definition of Effect for Strafford Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One new 60’-2”-high catenary structure will 

replace an existing 50’-2”-high structure at the 

NRHP-listed Strafford Station. Because of its

location 20’-0” east of the station building and 

its location within the boundaries of the historic 

property, the project may introduce incompatible 

visual elements to the station’s setting, and it 

may alter the characteristics that qualify the 

property for listing in the NRHP, including its 

architecture.

Finding

The proposed project will have an Effect on 

Strafford Station, resulting in a finding of 

Historic Properties Affected. Pursuant to 36 

CFR Part 800.11(e) the Criteria of Adverse 

Effect must be applied. 

Table 4-20b: Results of Application of Criteria of Adverse Effect for Strafford Station. 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction of or damage to Strafford Station. 

Stell Environmental 4-32 Determination of Effects Report

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Criteria of Adverse Effect Evaluation 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The installation of the 60’-2”-high catenary 

structure will not alter Strafford Station in a 

manner that is inconsistent with the Secretary’s 

Standards for the Treatment of Historic 

Properties (36 CFR Part 68) and applicable 

guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not remove Strafford 

Station, or any of its elements, from its historic 

location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the station’s use. The new 60’-2”-

high catenary structure will change the character 

of the physical features within the historic 

property’s setting. The change in character will 

be minimal, however, because the increased 

structure height will not be incompatible with the 

existing setting and will not affect the property’s 

ability to convey its historic significance. The 

railroad’s infrastructure, including the catenary 

structures and overhead system, has always been 

an integral part of the station’s setting. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The installation of the taller catenary structure in 

front of the station building will introduce a 

visual element; however it will not be 

incompatible with the station and will not

diminish the integrity of the station’s distinctive 

architectural features. The tree trimming will not 

introduce visual elements that diminish the 

integrity of the property’s significant historic 

features. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

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Criteria of Adverse Effect Evaluation 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The project will not result in the neglect or 

deterioration of the Strafford Station.

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The project will not result in the transfer, lease, 

or sale of the Strafford Station. 

Finding The proposed project will have No Adverse 

Effect on the Strafford Station. 

4.3.21 RESOURCE 21: CRAMOND (KEY NO. 050893) 

The house known as Cramond, in Tredyffrin Township, Chester County, was listed in the NRHP 

on June 30, 1983 (CRGIS 2015). The property is significant under Criterion C in the area of 

architecture. Cramond is located more than 200’-0” north of the railroad ROW at Strafford 

Station (see Photographs 32 and 33). One new 60’-2”-high catenary structure will replace an 

existing 50’-2”-high catenary structure within the ROW. The structure’s location will be more 

than 200’-0” from the house. While most residences were built facing away from the railroad 

corridor, this is an example of a historic resource that considers the railroad (and its associated 

features such as the railroad station and catenary structures) to be a salient feature of its 

viewshed. 

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Table 4-21a: Results of Application of Definition of Effect for Cramond. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One new 60’-2”-high catenary structure will 

replace an existing 50’-2”-high structure, at a 

distance of more than 200’-0” from the historic 

property. Because of the new structure’s distance 

from the property, the project will not cause the 

introduction of incompatible visual elements to 

its setting. The project will not alter the 

characteristics that qualify the property for 

listing in the NRHP, including its architectural 

distinction and the fact that it was designed by a 

notable architectural firm. 

Finding

The proposed project will not have an Effect on 

Cramond, resulting in a finding of No Historic 

Properties Affected. 

4.3.22 RESOURCE 22: GROVE AVENUE SERVICE STATION (KEY NO. 

112814) 

The Grove Avenue Service Station in Tredyffrin Township, Chester County, was determined 

eligible for NRHP listing on March 2, 2000 (CRGIS 2015). The property is significant under 

Criterion A for transportation and under Criterion C in the area of architecture (CRGIS 2015). 

One 50’-2”-high catenary structure will be replaced by a new 60’-2”-high structure, which will 

be elevated above the service station and will be at a distance of over 100’-0” northwest of it (see 

Photograph 34). 

Table 4-22: Results of Application of Definition of Effect for Grove Avenue Service Station. 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One 60’-2”-high catenary structure will replace 

an existing 50’-2”-high structure approximately 

100’-0” northwest of the Grove Avenue Service 

Station. Because of the new structure’s distance 

from the property, the project will not cause the 

introduction of incompatible visual elements. It 

will not alter the characteristics that qualify the 

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Definition of Effect Evaluation 

service station for listing in the NRHP, including 

its architecture. 

Finding

The proposed project will not have an Effect on 

the Grove Avenue Service Station, resulting in a 

finding of No Historic Properties Affected. 

4.3.23 RESOURCE 23: PENNSYLVANIA RAILROAD (PHILADELPHIA 

TO MORRISVILLE/NEW YORK) (KEY NO. 125733) 

The Pennsylvania Railroad Main Line (Philadelphia to Morrisville/New York) was determined 

eligible for NRHP listing on September 14, 1995, and again on November 16, 2007. The 

resource is eligible under Criterion A in the areas of transportation and under economics and 

Criterion C for engineering. The Philadelphia to Morrisville/New York line converges with the 

Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) in the vicinity of the Zoo 

Substation and goes below-grade south of the substation before extending toward 30th Street 

Station in Philadelphia. This portion of the railroad is part of the overall line from Washington 

to Boston, also now known as the Northeast Corridor, and is not part of the Main Line. Although 

the two lines converge in the vicinity of the Zoo Substation, there is no catenary work planned on 

the line. 

Table 4-23: Results of Application of Definition of Effect for Pennsylvania Railroad (Philadelphia to 

Morrisville/New York). 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

No work is planned for the railroad line in the 

area where the two railroads converge near the 

Zoo substation. There will be no introduction of 

incompatible visual elements and no alteration to 

the characteristics that qualify it for listing in the 

NRHP.

Finding

The proposed project will not have an Effect on 

the Pennsylvania Railroad (Philadelphia to 

Morrisville/New York), resulting in a finding of 

No Historic Properties Affected. 

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4.3.24 RESOURCE 24: PENNSYLVANIA RAILROAD MAIN LINE 

(PHILADELPHIA TO HARRISBURG) (KEY NO. 105675) 

The Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) railroad corridor historic 

district was determined eligible for NRHP-listing on September 14, 1993, and on November 16, 

2007 (CRGIS 2015). The resource meets NRHP Criteria A and C for its statewide significance 

in transportation, economy, and the development of Pennsylvania’s industries and communities. 

A total of 325 catenary structures are proposed to be removed and replaced along a 16-mile-long 

section between 51st Street and the Paoli Substation. The structures are Contributing Resources 

to the NRHP-eligible Pennsylvania Railroad Main Line (Philadelphia to Harrisburg). The Bryn 

Mawr Substation, constructed in 1915, is also a Contributing Resource to the historic district and 

is proposed to be demolished and replaced with a new facility (see Photographs 35, 36, 37, 38, 

and 39).

Table 4-24a: Results of Application of Definition of Effect for Pennsylvania Railroad Main Line 

(Philadelphia to Harrisburg). 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

The proposed project will remove and replace 

325 catenary structures within the ROW along a 

16-mile-long section between 51st Street in 

Philadelphia and the Paoli Substation. The 

structures are Contributing Resources to the 

NRHP-eligible property. The proposed project 

also will cause the Bryn Mawr Substation 

building to be demolished and replaced with a 

new substation complex. The proposed project 

will alter the characteristics that qualify the 

historic district for listing in the NRHP. 

Finding

The proposed project will have an Effect on 

Pennsylvania Railroad Main Line (Philadelphia 

to Harrisburg), resulting in a finding of Historic 

Properties Affected. Pursuant to 36 CFR Part 

800.11(e) the Criteria of Adverse Effect must be 

applied. 

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Table 4-24b: Results of Application of Criteria of Adverse Effect for Pennsylvania Railroad Main 

Line (Philadelphia to Harrisburg). 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property

The proposed project will cause the removal of 

325 catenary structures between 51st Street and 

the Paoli Substation. It will also cause the 

demolition of the Bryn Mawr Substation, 

resulting in the physical destruction of two of the 

property’s Contributing Resources. 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The removal of the catenary structures and the 

Bryn Mawr Substation will cause alterations to 

the property that are not consistent with the 

Secretary’s Standards for the Treatment of 

Historic Properties (36 CFR Part 68) and 

applicable guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will cause the removal of 

the catenary structures and the Bryn Mawr 

Substation from their historic locations. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the railroad’s use. The project will 

change the character of the physical features 

within the historic property’s setting. The 

changes in the character will be minimal, 

however. The change of the catenary structures 

within the railroad’s setting will not be 

incompatible with the current setting. Catenary 

structures have historically been a part of the 

railroad’s setting and operation, and a change in 

the current structures to higher ones will not 

affect the property’s setting and the property’s 

ability to convey historic significance. 

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Criteria of Adverse Effect Evaluation 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The installation of the new catenary structures 

will introduce new visual elements; however 

they will not be incompatible with the resource 

and will not diminish the overall integrity of the 

railroad and its significant features. The tree 

trimming will not introduce visual elements that 

will diminish the integrity of the property’s 

significant historic features. 

The proposed project will, however, introduce a 

new substation that will diminish the integrity of 

the setting and feeling of the property at Bryn 

Mawr. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization

The proposed project will not result in the 

neglect or deterioration of the historic railroad as 

a whole, but instead will improve the railroad 

and its operation. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The proposed project will not result in the 

transfer, lease, or sale of the Pennsylvania 

Railroad Main Line (Philadelphia to Harrisburg) 

section. 

Finding

The proposed project will have an Adverse 

Effect on the Pennsylvania Railroad Main Line 

(Philadelphia to Harrisburg) section. 

4.3.25 RESOURCE 25: PHILADELPHIA & WESTERN RAILROAD 

(NORRISTOWN HIGH SPEED LINE) (KEY NO. 128825) 

The Philadelphia & Western Railroad (Norristown High Speed Line) was determined eligible for 

NRHP listing on June 21, 2004 (CRGIS 2015). The railroad is considered eligible under 

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Criterion A for its association with the development of an early twentieth-century inter-urban 

railroad in Pennsylvania. A grade separation crossing separates the Philadelphia & Western 

Railroad from the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg), with the latter 

crossing over the Philadelphia and Western. At the location of the crossing, one catenary 

structure, approximately 45’-2”in height, will be replaced with a new 34’-0”-high structure. Two 

new catenary structures, 112’-2” in height, will need to be installed at the crossing because of the 

presence of Philadelphia Electric Company (PECO) wires at that location (see Photograph 40). 

Table 4-25a: Results of Application of Definition of Effect for Philadelphia & Western Railroad 

(Norristown High Speed Line). 

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 

800.16(i). 

One approximately 45’-2”-high catenary 

structure will be replaced with a new 34’-0”-high 

structure. Two new catenary structures, 112’-2” 

in height, will be installed at the crossing to 

extend over the PECO wires. The proposed 

project may alter the characteristics that qualify 

the property for listing in the NRHP. 

Finding

The proposed project will have an Effect on the 

Philadelphia & Western Railroad (Norristown 

High Speed Line), resulting in a finding of 

Historic Properties Affected. Pursuant to 36 

CFR Part 800.11(e) the Criteria of Adverse 

Effect must be applied. 

Table 4-25b: Results of Application of Criteria of Adverse Effect for Philadelphia & Western 

Railroad (Norristown High Speed Line). 

Criteria of Adverse Effect Evaluation 

Adverse effects on historic properties include, 

but may not be limited to: 

(i) Physical destruction of or damage to all or 

part of a property 

The proposed project will not result in physical 

destruction of or damage to Philadelphia & 

Western Railroad (Norristown High Speed Line). 

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Criteria of Adverse Effect Evaluation 

(ii) Alteration of a property, including 

restoration, rehabilitation, repair, maintenance, 

stabilization, hazardous material remediation, 

and provision for handicapped access that is not 

consistent with the Secretary’s Standards for the 

Treatment of Historic Properties (36 CFR Part 

68) and applicable guidelines 

The replacement of a 45’-2”-high catenary 

structure with a new 34’-0”-high structure and 

the installation of two new 112’-2”-high catenary 

structures will not cause alterations that are 

inconsistent with the Secretary’s Standards for 

the Treatment of Historic Properties (36 CFR 

Part 68) and applicable guidelines. 

(iii) Removal of the property from its historic 

location 

The proposed project will not cause the removal 

of the Philadelphia & Western Railroad 

(Norristown High Speed Line) from its historic 

location. 

(iv) Change of the character of the property’s use 

or of physical features within the property’s 

setting that contribute to its historic significance

The proposed project will not change the 

character of the railroad’s use, nor will it change

the character of the physical features within the 

historic property’s setting. The railroad is below 

the grade of the Pennsylvania Railroad Main 

Line (Philadelphia to Harrisburg), and the 

structure replacement and installation in the 

latter’s ROW will not affect the setting of the 

Philadelphia and Western and its ability to 

convey its historic significance. 

(v) Introduction of visual, atmospheric, or 

audible elements that diminish the integrity of 

the property’s significant historic features

The introduction of visual elements in the ROW 

of the Pennsylvania Railroad Main Line 

(Philadelphia to Harrisburg), above the ROW of 

the Philadelphia and Western Railroad will not 

be incompatible and will not diminish the overall 

integrity of the Philadelphia and Western 

Railroad and its significant features. The tree 

trimming will not introduce visual elements that 

will diminish the integrity of the property’s 

significant historic features. 

The proposed project will introduce incompatible 

audible and vibration elements; however, they 

will be of a temporary nature and will cease upon 

project completion. 

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Criteria of Adverse Effect Evaluation 

(vi) Neglect of a property, which causes its 

deterioration, except where such neglect and 

deterioration are recognized qualities of a 

property of religious and cultural significance to 

an Indian tribe or Native Hawaiian organization 

The proposed project will not result in the 

neglect or deterioration of the historic railroad as 

a whole, but instead will improve the railroad 

and its operation. 

(vii) Transfer, lease, or sale of property out of 

Federal ownership or control without adequate 

and legally enforceable restrictions or conditions 

to ensure long-term preservation of the 

property’s historic significance

The proposed project will not result in the 

transfer, lease, or sale of the Philadelphia & 

Western Railroad (Norristown High Speed Line). 

Finding

The proposed project will have No Adverse 

Effect on the Philadelphia & Western Railroad 

(Norristown High Speed Line). 

4.3.26 RESOURCE 26: WILLIAM PENN MILE MARKERS (KEY NO. 

101320) 

The William Penn Mile Markers were determined eligible for listing in the NRHP on March 2, 

1993 (CRGIS 2015). The markers are considered eligible under Criterion A in the area of 

transportation, in association with the Philadelphia and Lancaster Turnpike. Only one of the 

NRHP-eligible mile markers (Ardmore) is within the APE; however, the removal and installation 

of catenary structures will not occur near this marker. 

Table 4-26: Results of Application of Definition of Effect for William Penn Mile Markers.

Definition of Effect Evaluation 

An Effect may occur when there is alteration to 

the characteristics of a historic property 

qualifying it for inclusion in or eligibility for the 

National Register as defined in 36 CFR 00.16(i). 

The replacement of catenary structures and the 

removal of the Bryn Mawr Substation are not 

occurring near the William Penn Mile Marker. 

The project will not cause the introduction of 

incompatible visual elements, nor will it alter the

characteristics that qualify the markers for listing 

in the NRHP. 

Finding The proposed project will not have an Effect on 

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Definition of Effect Evaluation 

the William Penn Mile Marker, resulting in a 

finding of No Historic Properties Affected. 

4.3.27 RESOURCE 27: CLONMEL-ROSSLEVYN (KEY NO. 065460) 

Clonmel-Rosslevyn, at 144 Old Eagle School Road, Strafford, in Tredyffrin Township, Chester 

County, was determined eligible for listing in the NRHP on March 16, 2015. The building 

possesses significance under Criterion C in the area of Architecture. One 50’-2”-high catenary 

structure is being replaced with a 60’-2”-high structure in the ROW adjacent to the NRHPeligible Clonmel-Rosslevyn property. The structure will be located directly south of the property 

but will be approximately 300 feet away from it (see Photographs 41 and 42). 

Table 4-27: Results of Application of Definition of Effect for Clonmel-Rosslevyn. 

Definition of Effect Evaluation

An Effect may occur when there is alteration 

to the characteristics of a historic property 

qualifying it for inclusion in or eligibility for

the National Register as defined in 36 CFR 

800.16(i). 

One 50’-2”-high structure will be replaced 

with a 60’-2”-high structure. Because of the 

new structure’s distance from the property, the 

project will not introduce incompatible visual 

elements to the mansion and its setting. The project 

will not alter the characteristics that qualify the 

property for listing in the NRHP, including its 

architecture. 

Finding The proposed project will not have an Effect

on Clonmel-Rosslevyn, resulting in a finding 

of No Historic Properties Affected. 

4.3.28 RESOURCE 28: DEVEREUX FOUNDATION (KEY NO. 201351) 

The Devereux Foundation at 228 Highland Avenue, Devon, Easttown Township, Chester 

County, was determined eligible for listing in the NRHP on April 24, 2015. The property 

possesses significance under Criterion A in the area of Education and under Criterion B for its 

association with Helena Trafford Devereux. Two 50’-2”-high catenary structures are being 

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replaced with two 60’-2”-high catenary structures. The structures will be located directly south 

of the NRHP-eligible Devereux Foundation property but will be between 300’-0”and 400’-0” 

away from the property’s buildings (see Photographs 43, 44, and 45). 

Table 4-28: Results of Application of Definition of Effect for Devereux Foundation. 

Definition of Effect Evaluation

An Effect may occur when there is alteration 

to the characteristics of a historic property 

qualifying it for inclusion in or eligibility for 

the National Register as defined in 36 CFR 

800.16(i). 

Two 50’-2”-high catenary structures are being 

replaced with two 60’-2”-high catenary 

structures. Because of the distance of the new 

structures from the property’s buildings, the 

project will not introduce incompatible elements to 

the setting, nor will it alter the characteristics that

qualify the property for listing in the NRHP, 

including its significance in the area of Education 

and its association with Helena Trafford Devereux 

Finding The proposed project will not have an Effect

on The Devereux Foundation property, 

resulting in a finding of No Historic 

Properties Affected. 

4.4 SUMMARY 

The completion of the Effects Assessment for the Amtrak Philadelphia Zoo to Paoli 

Electrification Transmission Project has resulted in the finding that the project will have an 

Adverse Effect on historic properties, because of the adverse effect on the historic property, 

Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) (Key No. 105675). The following 

is a breakdown of the findings, which are also located in Table 3-1. 

• The proposed project will have an Adverse Effect on one (1) historic property; 

• The proposed project will have No Adverse Effect on 10 historic properties; and 

• A finding of No Historic Properties Affected has been found for 17 historic properties. 

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5.0 SUMMARY OF PUBLIC INVOLVEMENT

The public involvement process included meetings from 2012 through 2014 with the following 

parties:

• Public officials;

• General public; and 

• Consulting parties. 

The public officials’ meetings were held on April 25, 2012, at Harcum Junior College; April 30, 

2012 at Radnor Middle School; May 28, 2013 at Lower Merion Township Building; and on May 

29, 2013, at the Radnor Township Building. General public meetings were held June 6, 2012, 

and June 6, 2013, at Villanova University. The Consulting Parties’ meetings were held on June 

6, 2013, at Villanova University, September 15, 2014, at the Lower Merion Township Building, 

and on June 1, 2015, at Bryn Mawr College. One additional Consulting Party meeting and a 

general public meeting are planned for the project. 

During the public involvement process, the visual impacts caused by the taller catenary 

structures, the proposed color of the structures, and by the tree trimming were identified as 

primary concerns. The majority of the existing catenary poles are approximately 50 feet in 

height and are patina green in color. The majority of the proposed new catenary poles will be 

between 60 and 70 feet high, with the average height being 60 feet high. The catenary structures 

at bridges will require an increased height, typically under 100 feet, in order to meet the 

mandatory distances between structures and power sources provided in the National Electric 

Safety Code. The proposed structure heights are higher than the current structures but much 

lower than many cell towers that exist today. They have been kept as short as possible at each 

location. Proposed catenary structure heights at specific locations along the project corridor are 

shown in the detailed aerial photographs in Figure 4: Sheets 1-16. To illustrate the heights of the 

proposed catenary structures and the visual impacts that will result from their height difference, 

several photographic mock-ups were presented at the June 1, 2015 Consulting Parties meeting, 

showing the existing structures with line drawings of the new structures to scale. These mockups are included in Appendix C. 

A galvanized coating was preliminarily proposed for the finish of the new catenary structures. 

Because Consulting Parties raised concerns over the color, an alternate color selection will be 

discussed at a subsequent Consulting Party meeting in September 2015. 

While no tree cutting will occur during construction, there will be limited tree trimming of 

branches that overhang the ROW to prevent interference with construction work. Tree-trimming 

plans were produced to address public concerns. The plans were generated by the design team, 

using aerial photographs, site photographs, and field views to indicate the miminum amount of 

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tree trimming required for the project. The alternative—providing a blanket statement that 

construction crews should trim trees or perform clear-cutting along the entire project corridor—

would have resulted in much more extensive trimming, and more significant visual impacts

would occur. 

Comments regarding the effects of the project on historic resources were received throughout the 

entire public involvement process from officials, the general public, and Consulting Parties. A 

complete list of Consulting Parties located in the four-county area and the Consulting Party 

response letters are found in Appendix A, as are the comments received during the public 

involvement process. 

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6.0 MINIMIZATION AND MITIGATION 

The primary concerns raised during the public involvement process regarded the visual impacts 

caused by the taller catenary structures, the proposed color of the new structures, the potential 

tree removal along the ROW, the removal of the historic Bryn Mawr Substation building, and its 

replacement with modern prefabricated metal structures. Amtrak is using both minimization and 

mitigation practices to address the concerns. 

6.1 MINIMIZATION

As a result of public concern, Amtrak took into account the catenary structure heights during the 

design process, especially in the areas of the historic properties. The raised structure heights 

were kept as low as possible, while still being able to accommodate the required safe height 

distance between railroad and commercial transmission lines and the railroad catenary. Pole 

heights were reduced further when a decision was made to remove commercial transmission 

lines from the Amtrak catenary system. 

The majority of the existing catenary poles are approximately 50’-0” in height, and the majority 

of the proposed new catenary poles will be between 60’-0”and 70’-0” high, with the average 

height being 60’-0”. The catenary structures at bridges will require an increased height, typically 

under 100’-0”, in order to meet the mandatory distances between structures and power sources 

provided in the National Electric Safety Code. While the proposed structure heights are higher 

than the current structures, they are much lower than many cell towers that exist today and have 

been kept as short as possible at each location. Proposed catenary structure heights at specific 

locations along the project corridor are shown in the detailed aerial photographs in Figure 4: 

Sheets 1-16. In addition, to illustrate the heights of the proposed catenary structures and the 

visual impacts that will result from their height difference, several photographic mock-ups were 

presented at the June 1, 2015, Consulting Parties meeting, showing the existing structures with 

added line drawings of the new structures to scale. These mock-ups are included in Appendix C. 

The existing catenary structures are patina green in color. A galvanized coating was proposed 

for the finish of the new catenary structures. Consulting Parties raised concerns over the 

proposed color and the possibility of painting them an alternate color was discussed. This item 

will be further discussed at a subsequent meeting in September 2015. 

Concerns also were raised about tree removal that would occur during the project. Amtrak 

reported that while no tree removal will occur during construction, there will be limited tree 

trimming of branches that overhang the ROW to prevent interference with construction work. In 

response to public concern, Amtrak produced tree-trimming plans that indicate areas where 

trimming would occur along the ROW. The plans were generated by the design team using 

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aerial photographs, site photographs, and field views to indicate the miminum amount of tree 

trimming required for the project. 

6.2 MITIGATION

When a Federally funded, licensed, or permitted project has adverse effects to a historic 

property, Section 106 of the NHPA requires that the agency agrees to complete preservationminded projects to “mitigate” the impact. These projects are mutually agreed to between the 

agency, the SHPO, and other parties in a Memorandum of Agreement (MOA), a binding legal 

document. Mitigation cannot, and is not intended to, fully compensate for damage to or the loss 

of irreplaceable historic buildings and places. Instead, mitigation is an opportunity for a federal 

agency to preserve and document the past for the public’s education and appreciation. 

Good mitigation is project-specific and commensurate with the undertaking’s adverse effects, 

taking into account the nature and magnitude of current and future impact(s) of the project and 

the needs of the local community. Projects may include the recordation of historic resources 

before they are demolished, interpretive activities, or using context sensitive solutions in the 

project design. MOAs may only require that the agency complete a single activity, or if the 

impacts are great, that several related efforts be completed. Suggestions enumerated below for 

potential mitigation efforts are derived from Consulting Party meetings. Other mitigation efforts 

may be identified that are more appropriate for this project. 

6.2.1 RECORDATION OF BRYN MAWR SUBSTATION 

A recordation of a historic architectural resource is designed to document a resource in its setting 

prior to project implementation. Recordations are not just a collection of photographs, but are 

final records to document the existence, history, and character of significant resources. To 

mitigate the adverse effects of the demolition of the Bryn Mawr Substation, Amtrak might 

complete a Level II or Level III recordation consistent with Historic American Engineering 

Record (HAER) standards, using the appropriate format for the building description—in this 

case, the outline format for engineering structures. The documentation would be filed with the 

PA State Archives, the PA SHPO, and the Railroad Museum of Pennsylvania. 

6.2.2 INTERPRETIVE ACTIVITIES

Mitigation of adverse effects often includes measures to provide education to the public about 

the project or resource that is affected. Education may be provided through a variety of methods 

including websites; interpretive kiosks; museum displays; education programs; documents for 

public dissemination such as booklets and brochures; and public education events. One 

Consulting Party, the Railroad Museum of Pennsylvania, requested the acquisition of the 

removed catenary equipment for use in its new museum display currently being planned. Other 

Consulting Parties have suggested the installation of kiosks with interpretive plaques describing 

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Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
the relationship between the railroad and the adjacent community, to be located at each railroad 

station.

6.2.3 CONTEXT SENSITIVE SOLUTIONS 

Mitigation of adverse effects to historic properties may take into account measures that utilize 

Context Sensitive Solution (CSS) principles. The principles recognize the need to address safety 

and efficiency in transportation planning and design projects, while at the same time, addressing 

the natural and human environment. The tenets of CSS include: 

• The importance of public involvement and solicitation of input in a project;

• The willingness of designers to accept and try alternative solutions that may deviate from

standard designs; and

• The inclusion of specialists other than transportation designers in the design teams to

provide different points of view (Transportation Research Board [TRB] 2004).

Consulting Parties meetings have highlighted the values that the community has placed on the 

Bryn Mawr Substation building and the appearance and visual effect of the proposed 

prefabricated replacement substation buildings. CSS tenets could be applied to the design of the 

replacement substation to respect the architecture of its predecessor. As stated by Russell Jones 

in his article on rail architecture, “The power house, now long since disappeared, was a typical 

example of early-twentieth-century industrial architecture. Massively constructed of brick, it 

made a profound statement of the solidity and permanence of the owning company” (Jones 

2014). The Bryn Mawr Substation is an example of such a building—designed to evoke feelings 

of power, solidity, permanence, and monumentality—all characteristics of the Pennsylvania 

Railroad Company and its vast empire. With this in mind, the project designers might deviate 

from current practices and create an alternative design solution for this particular project to 

mitigate the loss of the original building from the local landscape and the introduction of metalclad buildings. Instead of using prefabricated structures or constructing a purely utilitarianlooking Signal Power House and Control House Building, the project designers may want to 

incorporate elements from the original building into the new design. While the size of the 

original 1915 structure is not necessary for the new buildings, they could still be constructed 

using the same rectangular form and a flat roof as the original building. Light-colored brick very 

similar to the original material could be used for the wall cladding, which also is similar to the 

light-colored wall cladding material used on other nearby, recently constructed, buildings. 

Further, a corbelled brick cornice similar to that which wraps around the current building could 

be laid into the brickwork of the new buildings. Additionally, the existing sign from the original 

building might be removed and incorporated into the design of the site, possibly on a retaining 

wall in the parking lot (see Photograph 48). 

Stell Environmental 6-3 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
7.0 SUMMARY AND CONCLUSIONS

The Determination of Effects assessment conducted in association with the proposed Amtrak 

Zoo to Paoli Electrification Transmission Line Project resulted in the overall finding that the 

proposed project will have an Adverse Effect on historic properties because of the direct physical 

effects to the Pennsylvania Railroad Main Line (Philadelphia to Harrisburg) and its Contributing 

Resources. Measures to mitigate the adverse effects of this project, such as the recordation of the 

Bryn Mawr Substation before it is demolished, the completion of interpretive activities, and the 

application of context sensitive solutions will be identified in consultation with the PA SHPO 

and the Consulting Parties. The agreed upon mitigation measures for the Undertaking will be 

included in a MOA between FRA, PA SHPO, and Amtrak. 

Stell Environmental 7-1 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
8.0 REFERENCES

Advisory Council on Historic Preservation (ACHP) 

2014 Definition of “Effect,” presented in 36 CFR Part 800.16 (d) Definitions, within 36 

CFR Part 800 Protection of Historic Properties. Website at http://www.achp.gov/regsrev04.pdf. Accessed March 2011 and September 2014. 

A.G. Lichtenstein & Associates

1998 Pennsylvania Historic Bridge Inventory and Evaluation. Prepared for the 

Pennsylvania Department of Transportation, Harrisburg, Pennsylvania. 

Baker, Patricia H., Paul W. Schopp, and Margaret G. Sams 

2012 Phase 1A Geomorphology / Archaeology Reconnaissance Report. Stell 

Environmental, Elverson, Pennsylvania. Submitted to Amtrak, December 2012. ER

Number 2012-0005-042, Amtrak Philadelphia Zoo to Paoli Electrification Transmission 

Line Project. 

Cook, Anne Haon, and William Woys Weaver

1983 “Cramond.” National Register of Historic Places Inventory-Nomination Form. On file, 

Bureau for Historic Preservation, Pennsylvania Historical and Museum Commission, 

Harrisburg. 

Cultural Resource Geographic Information System (CRGIS) 

2015 Map-based inventory of historic and archaeological sites and surveys on file at the 

Bureau for Historic Preservation, Pennsylvania Historical and Museum Commission, 

Harrisburg.

Deibler, Dan

1991 Letter to Ann Hutchinson, stating eligibility determination of Wynnewood Station, 

Our Mother of Good Counsel, and Merion Train Station, dated November 8, 1991. On file, 

Bureau for Historic Preservation, Harrisburg, Pennsylvania. 

Goshorn, Robert M, and Anne Haon Cook 

1984 “Strafford Station.” National Register of Historic Places Inventory Nomination Form 

for Strafford Station. On file, Bureau for Historic Preservation, Harrisburg, Pennsylvania. 

Hawkins, Dominique 

2006 “Parkside Historic District.” Philadelphia Register of Historic Places. On file, Bureau 

for Historic Preservation, Pennsylvania Historical and Museum Commission, Harrisburg.

Higgins, James C. and George E. Thomas, PhD. 

1999 “Pennsylvania Railroad Station at Wayne.” National Register of Historic Places 

Registration Form. Prepared March 10, 1999. On file, Bureau for Historic Preservation, 

Pennsylvania Historical and Museum Commission, Harrisburg.

Stell Environmental 8-1 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
Jones, Russell 

2014 “From rotary converters to solid-state: tramway substation architecture in Melbourne.” 

Website at http://www.hawthorntramdepot.org.au/papers/substations.htm. Accessed March 

2015. 

McDonald, Andrea 

2009 Letter from Andrea McDonald to Xavier Riva (letter dated February 9, 2009). ER 

Number 2009-0405-045-B. On file, Bureau for Historic Preservation, Pennsylvania 

Historical and Museum Commission, Harrisburg.

2015a Letter from Andrea MacDonald to Allen Heist (letter dated March 16, 2015). ER 

Number 2012-0005-042-B. On file, Bureau for Historic Preservation, Pennsylvania 

Historical and Museum Commission, Harrisburg.

2015b Letter from Andrea MacDonald to Allen Heist (letter dated April 24, 2015). ER 

Number 2012-0005-042-O. On file, Bureau for Historic Preservation, Pennsylvania 

Historical and Museum Commission, Harrisburg.

McLearen, Douglas C. 

2013 Letter from Douglas C. McLearen to Allen Heist (letter dated January 15, 2013). ER 

Number 2012-0005-042-B. On file, Bureau for Historic Preservation, Pennsylvania 

Historical and Museum Commission, Harrisburg.

Messer, David W. 

2000 Triumph III Philadelphia Terminal 1838-2000. Edited by Charles S. Roberts. 

Barnard, Roberts and Co., Inc., Baltimore, Maryland. 

Meyer, Richard

1992 “Radnor Station: Determination of Eligibility Study.” On file, Bureau for Historic 

Preservation, Pennsylvania Historical and Museum Commission, Harrisburg.

Nagle, Cheryl 

2012 “Researchers Guide for Documenting and Evaluating Railroads.” Guidance prepared 

by the Bureau of Historic Preservation, Pennsylvania Historic and Museum Commission. 

Electronic document at 

http://www.portal.state.pa.us/portal/server.pt/community/research_tools/20176/guidelines_

for_documenting_and_evaluating_railroads/943356. Accessed June 2013

Noll, Brian, Sonja K. Keohane, and Michael W. Kearney

1985 “Wayne Historic District.” National Register Nomination Form. Prepared June 6, 

1985. On file, Bureau for Historic Preservation, Pennsylvania Historical and Museum 

Commission, Harrisburg.

Ross, Alison 

2014 Area of Potential Effects Study. Stell Environmental, Elverson, Pennsylvania. 

Submitted to Amtrak, August 2014. ER Number 2012-0005-042, Amtrak Philadelphia Zoo 

to Paoli Electrification Transmission Line Project. 

Stell Environmental 8-2 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
2015 Historic Resources Study/Eligibility Report. Stell Environmental, Elverson, 

Pennsylvania. Submitted to Amtrak, March 2015. ER Number 2012-0005-042, Amtrak 

Philadelphia Zoo to Paoli Electrification Transmission Line Project.

Tatum, George B.

1972 “Fairmount Park.” National Register Nomination Form. Prepared January 1972. Listed 

January 25, 1972. On file, Bureau for Historic Preservation, Pennsylvania Historical and 

Museum Commission, Harrisburg.

Thomas, George, PhD. 

1983 “Parkside.” National Register Nomination Form. Prepared July 1983. Listed 

November 17, 1983. On file, Bureau for Historic Preservation, Pennsylvania Historical and 

Museum Commission, Harrisburg.

Transportation Research Board of the Academies (TRB)

2004 “Context-Sensitive Design Around the Country, Some Examples.” Transportation 

Research Board Circular, No. E-CO67, July 2004. 

Willoughby, Edith L. et al.

1985 “Overbrook Farms Historic District.” National Register Nomination Form. Prepared 

July 1983. Listed November 17, 1983. On file, Bureau for Historic Preservation, 

Pennsylvania Historical and Museum Commission, Harrisburg.

Wise, Robert 

2003 Radnor Township Historic Resource Survey 2003. Survey forms on file, Bureau for 

Historic Preservation, Harrisburg, Pennsylvania. 

Stell Environmental 8-3 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015
FIGURES

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

DRAFT
Philadelphia

Zoo Substation

Paoli

Substation

Bryn Mawr

Substation

£¤30

£¤202

¤£1

252

320

3

926

§ ̈¦476

§ ̈¦76

GOSHEN RD

DARB Y RD

PROVIDENCE RD

STATE RD

BRYN M AWR AV

GRADYVI LLE RD

CONESTO GA RD

ITHAN AV

GARRETT RD

BURMONT R D

DELCHESTER RD

PAOLI PK

BISHOP HOLLOW RD DARBY PAOLI R D

E LLIS RD

LANCASTER AV

MARSHALL RD

MEDIA LINE RD

CEDAR GROVE RD LAWRENCE RD

ALLENS LN

SWEDESFORD RD

CRUMCREEK RD

WHITEHORSE RD

GLE NDALE RD

34 TH ST

WISSAHICKON AV

LEOPARD RD

ROLLING RD

GODFREY RD

WALN UT LN

WYNNEFIEL AVE

OLD LN

NEW ARDMORE AV

DOG KENNEL RD

PALM ERS MILL RD

SPRINGFIELD RD

SPRING LANE

SOUTH VALLEY RD

CE NTRA L AV

MERMAID LN

GRUBBS MILL RD

ST MAR TINS LANE

VALLEY RD

VALLEY RD

REED RD

§ ̈¦76

§ ̈¦76

320

3

23

¤£1

RADNOR

TOWNSHIP

TREDYFFRIN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

WILLISTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

EASTTOWN

TOWNSHIP

UPPER MERION

TOWNSHIP

WHITEMARSH

TOWNSHIP

UPPER PROVIDENCE

TOWNSHIP

SPRINGFIELD

TOWNSHIP

MIDDLETOWN

TOWNSHIP

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

HAVERFORD

TOWNSHIP

UPPER DARBY

TOWNSHIP

CONSHOHOCKEN

WEST BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH DELAWARE

COUNTY

CHESTER

COUNTY

MONTGOMERY

COUNTY

PHILADELPHIA

COUNTY

Figure 1

General Project Location

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

0 0.5 1 2 3 4

Miles

 ̄

!1 Atlantic

Ocean

PROJECT

LOCATION

DE

MA

PA

NJ

NY

CT

MD

DE

Project Study Area

Major Road

Minor Road

Municipal Boundary

County Boundary

Completed by: JDD on 2/6/2015 G:\Projects\1123_Zoo_to_Paoli\Archaeology\Map Docs\Figure 1 General Project Location.mxd Credits: ArcUSA, US Census, ESRI, National Atlas of the United States

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
Philadelphia

Quadrangle

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

Sheet 2

Sheet 4 Sheet 3

Sheet 1

Norristown

Quadrangle

Valley Forge

Quadrangle

Lansdowne

Quadrangle

Germantown

Quadrangle

Media

Quadrangle

Figure 2: Sheet 1 of 4

USGS Site Location

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

 ̄

0 0.25 0.51

Miles

7.5 Minute USGS Topographic

Quadrangle: Philadelphia, PA

Project Corridor

PHILADELPHIA

ZOO SUBSTATION

Completed by: JDD on 3/26/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\MapDocs\DOE Report\Figure 2 Sheet 1 USGS Site Location.mxd 

1 inch = 1,600 feet

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
NORRISTOWN QUADRANGLE

LANSDOWNE QUADRANGLE

PHILADELPHIA QUADRANGLE

GERMANTOWN QUADRANGLE

BRYN MAWR

SUBSTATION

Sheet 1

Sheet 2

Sheet 3

Sheet 4

Valley Forge

Quadrangle

Philadelphia

Quadrangle

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

Norristown

Quadrangle

Lansdowne

Quadrangle

Germantown

Quadrangle

Media

Quadrangle

 ̄

0 0.25 0.51

Miles

7.5 Minute USGS Topographic

Quadrangles: Philadelphia,

Germantown, Norristown, &

Lansdowne, PA

Project Corridor

Completed by: JDD on 3/26/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\MapDocs\DOE Report\Figure 2 Sheet 2 USGS Site Location.mxd 

Figure 2: Sheet 2 of 4

USGS Site Location

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

1 inch = 1,600 feet

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
VALLEY FORGE QUADRANGLE

NORRISTOWN QUADRANGLE

Sheet 1

Sheet 2

Sheet 3

Sheet 4

Philadelphia

Quadrangle

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

Norristown

Quadrangle

Valley Forge

Quadrangle

Lansdowne

Quadrangle

Germantown

Quadrangle

Media

Quadrangle

 ̄

0 0.25 0.51

Miles

7.5 Minute USGS Topographic

Quadrangles: Valley Forge &

Norristown, PA

1 inch = 1,600 feet

Project Corridor

Completed by: JDD on 3/26/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\MapDocs\DOE Report\Figure 2 Sheet 3 USGS Site Location.mxd 

Figure 2: Sheet 3 of 4

USGS Site Location

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
Sheet 1

Sheet 2

Sheet 3

Sheet 4

Philadelphia

Quadrangle

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

Norristown

Quadrangle

Valley Forge

Quadrangle

Lansdowne

Quadrangle

Germantown

Quadrangle

Media

Quadrangle

 ̄

0 0.25 0.51

Miles

7.5 Minute USGS Topographic

Quadrangle: Valley Forge, PA

1 inch = 1,600 feet

Project Corridor

Completed by: JDD on 3/26/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\MapDocs\DOE Report\Figure 2 Sheet 4 USGS Site Location.mxd 

PAOLI SUBSTATION

Figure 2: Sheet 4 of 4

USGS Site Location

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
Pennsylvania Railroad

(Philadelphia to Morrisville/New York)

Key No. 125733

42nd Street Bridge 

over Amtrak

Key No. 102489 40th Street Bridge 

over Amtrak

Key No. 137498

Belmont Avenue

Historic District

Key No. 097543

Fairmount Park Historic District

Key No. 001364

Parkside Historic District

Key No. 064342

£¤13

§ ̈¦76

§ ̈¦676

N

20th

St

S 53rd St

Lancaster Ave

N

33rd

St

South St

Spruce St

W Girard Ave

Chester Ave

Haverford Ave

N

22nd

St

N 56th St

S

22nd

St

John F Kennedy Blvd

S

51st St

Pennsylvania Ave

Woodland Ave

Cherry St

N 8th St

Market St

Race St

S 21st St

N

42

nd

St

W Girard Ave

S 49th St

N

26th St

N 19th

St

S 46th St

N 16th

St

S 54th St

Spring Garden St

N 54th St

N

33rd

St

Sansom St

Vine St

Bainbridge St

N 40th St

S 50th St

N 12th St

Green St

N 11th St

N 13th St

Master St

N 27th St

I-676 W

Callowhill St

N

Broad

St

Walnut St

N 18th St

S 45th St

N 17th St

N 15th St

N

34th

St

Arch St

Arch St

Belmont Ave

N

55th

St

W Berks St

N 21st St

Powelton Ave

Wallace St

Poplar St

W Master St

Brown St

Baring St

N 21st St

W Jefferson St

Catharine St

Sansom St

S 58th

St N 57th St

S

57th St

S

56th St

Spring Garden St

Pine St

Aspen St

Locust St

Locust St

S 20th St

Lombard St

S 55th St

S 43rd St

Chestnut St

N 25th St Brown St

N 28th St

Baltimore Ave

W Thompson St

N 36th St

Ludlow St

S 4 7th St

N 29th St

W Oxford St

Cecil B Moore Ave

W Montgomery Ave

I-76 W

N

53rd

St

Park side Ave

Spruce St

S

52nd

St

N

52nd

St

S 48th St

W Norris St

N 24th

St

Wyalusing Ave

Mount Vernon St

N

46th St

Fairmount Ave

W Girard Ave

N 10th St

Cedar Ave

Wallace St

Vine St

Brandywine St

W Thompson St

Race St

N

48th

St

Pine St

Osage Ave

Larchwood Ave

N 58th

St

N

59th

St

Westminster Ave

Market St

Kelly Dr

Merion Ave

S Concourse St

I-76 E

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

2

4

3

1

PHILADELPHIA 

ZOO SUBSTATION

Historic Districts

Historic Sites

Listed

Eligible

! Listed

! Eligible

Eligible Railroad Corridor

Project Corridor  ̄

0 0.5 1

Miles

0 500 1,000 2,000 3,000 4,000

Feet

Project Study Area

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Figure 3

Sheet 1 of 4:

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Design

DRAFT
Overbrook Farms

Historic District

Key No. 082616

Our Mother of Good Counsel

Roman Catholic Church

Key No. 097325

Merion Station

Key No. 097341

Haverford Station

Key No. 079593

Wynnewood Station

Key No. 097340

SR 1 Bridge over Amtrak

Key No. 137615

William Penn Mile Markers

Key No. 101320

Ardmore Commercial

Historic District

Key No. 097509

Pennswood Rd

Lancaster Ave

Upland Way

Merion R

d

Old Lancaster Rd

Meeting House Ln

Campbell Ave

McClenaghan Mill Rd

N

Essex

Ave

Railroad Ave

Haverford Ave

Mill Rd

E Lancaster Ave

Montgomery Ave

E Manoa Rd

Wynnewood Rd

Malvern Ave

N 66th St

W Wynnewood Rd

N Highland Ave

N Wynnewood Ave

E County Line Rd

Belmont Ave

N Latches Ln

N

57th

St

Lebanon Ave

E Spring Ave

Bryn Mawr Ave

S

Woodbine

Ave

Penn Rd

Buck Ln

CheswoldLn

Bryn Mawr Ave

Bala Ave

W

Hathaway Ln

Lla

nfair Rd

Mill Creek Rd

Hathaway Ln

Henley Rd

Argyle R

d

Trent Rd

Haverford Rd

G

ypsy Ln

Pow der Mill Ln

Hamilton Rd

Grays Ln

N 64th St

N

63rd

St

Old Gulph Rd

N

56th

St

Earlington Rd

Remington Rd

Rose Ln

Righters Mill Rd

Morris Rd

Sherwood Rd

Montgomery Ave

N Bowman

Ave

Golf House Rd

Kathmere Rd

Cherry Ln

Cricket Ave

C onshohocken State Rd

Rock Glen Rd

E Eagle Rd

Strathmore Rd

E Montgomery Ave

Sussex Rd

Ardmore Ave

Brookline Blvd

Union Ave

City Ave

E Wynnewood Rd

K arakung Dr

Whitemarsh Rd

Glenn Rd

N

54th

St

Woodbine Ave

Booth Ln

Indian Cr e ek Rd

College Ave

GolfviewRd

Rock HillRd

23

£¤1

£¤30

£¤1

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

2

4

3

1

Figure 3

Sheet 2 of 4:

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Design

Historic Districts

Historic Sites

Listed

Eligible

! Listed

! Eligible

Eligible Railroad Corridor

Project Corridor  ̄

0 0.5 1

Miles

0 500 1,000 2,000 3,000 4,000

Feet

Project Study Area

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

DRAFT
!

!

!

!

Villanova Station

Key No. 827801

Philadelphia & Western Railroad

(Norristown High Speed Line)

Key No. 128825

Radnor Station

Key No. 101246

Wayne Station

Key No. 106136

Villanova University Campus

Key No. 105136

Downtown Wayne

Historic District

Key No. 827766

Louella Court Historic District

Key No. 128860

North Wayne Historic District

Key No. 064497

§ ̈¦476

Upper Gulph Rd

E Lancaster Ave

Airdale Rd

Sproul Rd

I-476 N

Old Gulph Rd

King

of Prussia

Rd

S Roberts Rd

W Matsonford Rd

County Line Rd

N

Wayne Ave

W Lancaster Ave

Eagle Rd

DarbyPaoli Rd

N Ithan Ave

Conestoga Rd

Maplewood Ave

Montgomery Ave

Church Rd

W Wayne Ave

Parkes Run Ln

Brooke Rd

S Ithan Ave

Matsonford Rd

Gulph Creek Rd

N Spring Mill Rd

Abrahams Ln

I-476 S

Iven Ave

Wyldhaven Rd

Newtown Rd

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

2

4

3

1

Historic Districts

Historic Sites

Listed

Eligible

! Listed

! Eligible

Eligible Railroad Corridor

Project Corridor  ̄

0 0.5 1

Miles

0 500 1,000 2,000 3,000 4,000

Feet

Project Study Area

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Figure 3

Sheet 3 of 4:

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Design

DRAFT
!

!

!

(

(

(

(

(

( ( (

PAOLI SUBSTATION

Grove Avenue

Service Station

Key No. 112814

Cramond

Key No. 050893

Strafford Railroad Station/

Eagle Station

Key No. 079668

Clonmel 

144 Old Eagle School Road

Key No. 065460

Devereux Foundation

228 Highland Avenue

Key No. 201351

Llangollen

South Devon Park Court

No Key No. 201350

Thomas Campbell House

38 Old Lancaster Road

Key No. 065457

The Eagle Hotel

176 E. Conestoga Road

Key No. 065458

£¤202

S Devon Ave

HilltopRd

Duportail Rd

Old Lancaster Rd

H owellvi lle Rd

W Valley Rd

O dl Eag el School Rd

Lancaster Ave

Leopard

Rd

US-202 S

E Lancaster Ave

US-202 N

Pugh Rd

Bair Rd

Daylesford Blvd

Upper Gulph Rd

Lancaster Ave

Devon Rd

Swedesford Rd

Old Lancaster Rd

Waterloo

Ave

Conestoga Rd

S Fairfield Rd

Contention Ln

Darby Rd

NValley Forge Rd

S Valley Rd

Cassatt Rd

B

erwyn

Baptist Rd

Berwyn Paoli Rd

D

evon State Rd

B

Greene Rd

earhill Rd

W Conestoga Rd

Timber L n

S Waterloo

Rd

Dorset Rd

Church Rd

Darby Paoli Rd

Berkeley Rd

N

Valley

R

d

Chester Rd

Waynesborough Rd

Irish Rd

Sugartown Rd

Argyle Rd

ColdstreamDr

Old State Rd

252

252

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

2

4

3

1

 ̄

0 0.5 1

Miles

0 500 1,000 2,000 3,000 4,000

Feet

Historic Sites

! Listed

! Eligible

Eligible Railroad Corridor

Project Study Area

Project Corridor

Historic Districts

Eligible

Listed

Additional Surveyed Properties

( Not-Eligible

( Recommended Eligible

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Figure 3

Sheet 4 of 4:

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Design

DRAFT
!!

PHILADELPHIA

ZOO SUBSTATION

Pennsylvania Railroad

(Philadelphia to Morrisville/New York)

Key No. 125733

40th Street Bridge over Amtrak

Key No. 137498

Fairmount Park Historic District

Key No. 001364

Parkside Historic District

Key No. 064342

£¤13

£¤30

§ ̈¦76

34TH ST

KELLY DR

FORTIETH ST

WEST RIVER DRIVE

34 TH ST

POPLAR DRIVE

LANCASTER AV

THIRTY-THIRD ST

MANTUA AVE

KELLY DR

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

6 5

8

7

9

2

11 10 13 12 15 14 16

1

Sheet 1 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/8/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 1 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!

!

42nd Street Bridge

Key No. 102489

£¤30

BELMONT AV

PARKSIDE AV

FIFTYSECOND ST

48TH ST

LANCASTER AV

S. CONCOURSE DR

Belmont Avenue Historic District

Key No. 097543

Parkside Historic District

Key No. 064342

Fairmount Park Historic District

Key No. 001364

125

100

100 CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

11 10 13 12 15 14 16

2

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/12/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 2 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 2 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
60

90

90

90

90

100

100

Overbrook Farms Historic District

Key No. 082616

£¤30

59TH ST

54RD ST

57TH ST

SIXTYTHIRD ST

LANSDOWNE AVE

JEFFERSON ST

85

85

97

87

97

93

90

90

90

66

72

66

60

65

65

70

66

66

72

60

60

60

65

70

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

1

6 5

8

7

9

2

11 10 13 12 15 14 16

3

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/8/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 3 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 3 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!

!

!

!

SR 1 Bridge over Amtrak

Key No. 137615

Merion Station

Key No. 097341

£¤1

£¤30

WYNNEWOOD RD

BOWMAN AV

SIXTYTHIRD ST

Overbrook Farms Historic District

Key No. 082616

Overbrook Train Station

75

82

82

75 75

80

80

75

78

75

68

66

72

72

72

60

60

60

72

66

60

72

38

82

82

80

78

60

60

72

72

60

60

60

60 60 60 60

72

72

72

72

66

66

72

38

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

3

1

6 5

8

7

9

2

11 10 13 12 15 14 16

4

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/8/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 4 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 4 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄

NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!!

Wynnewood Station

Key No. 097340

£¤30

£¤30

HAVERFORD AV

BOWMAN AV

WYNNEWOOD RD

WYNNEWOOD AV

Narberth Station

80 80

80

70

65

65 70

70

60 65

65

60

60

65 60

60

60 65

60

60

60

60

31 31

80 80

80

65

70

70

65

65 70

60

65

60

65

60

60

60

60 65

60

60

60

31 31

60

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6

8

7

9

2

11 10 13 12 15 14 16

5

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/12/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 5 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 5 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!!

William Penn Mile Markers

Key No. 101320

£¤30

£¤30 MONTGOMERY AV

ARGYLE RD

CHURCH RD

ARDMORE AV

ANDERSON AV

MILL CREEK RD

SIMPSON RD

WYNNEWOOD RD

Ardmore Commercial Historic District

Key No. 097509

Ardmore Station

85

75

75

75

80

91

80

80

88

89

90

91

91

70

60

60

60

60

60

60

60 60 60

71

85

75

89

90

91

91

80

80

75 75 75

80

91

88

70

60

60

60

60

60

60

60

60

71

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

5

8

7

9

2

11 10 13 12 15 14 16

6

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/8/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 6 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 6 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!

!

!

!

31

31

Haverford Station

Key No. 079593

Our Mother of Good Counsel

Roman Catholic Church

Key No. 097325

£¤30

£¤30

MONTGOMERY AV

COLLEGE AV

OLD RAILROAD AV

NEW GULPH RD

PENNSWOOD RD

PENN ST

78

75

75

75

75

75

75

80

72

72

72

60

60

68

68

68

60

60

60

60

60

60

60

60

60

75

75

80

78

75

75

72

72

72

60

60

60

60

60

68

66

60

60

60

60

60

60

60

60

60

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

9

2

11 10 13 12 15 14 16

7

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/8/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 7 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 7 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
BRYN MAWR

SUBSTATION

£¤30

£¤30

MONTGOMERY AV

MORRIS AV

OLD GULPH RD

AIRDALE RD

COUNTY LINE

RD

ROBERTS RD

CONESTOGA RD

NEW GULPH RD

BRYN MAWR AV

COUNTY LINE RD

ROBERTS RD

Rosemont Station

Bryn Mawr Station

80

75

75

80

80

78

75

78

85

78

80

72

60

60

60

60

70

70

60

60

60

60

72

70

40

80

80

78

78

78

85

75

60

60

60

60

60

60

60

60

60

60

60

60

72

72

72

40

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

7

9

2

11 10 13 12 15 14 16

8

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/9/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 8 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 8 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!!

Villanova University Campus

Key No. 105136

Villanova Station

Key No. 827801

£¤30

320

ITHAN AV

MONTGOMERY AV

COUNTY LINE RD

COUNTY LINE RD

Villanova University Campus

Key No. 105136

82

82

72

60

60

60

60

60

60

72

72

72

72

72

60

60

65

74

74

60

60

70

42

75

75

75

82

82

72

72

72

72

72

60

60

60

60

60

60

72

60

60

65

74

74

60

70

42

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

2

11 10 13 12 15 14 16

9

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/12/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 9 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 9 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!!

Philadelphia & Western Railroad

(Norristown High Speed Line)

Key No. 128825

Radnor Station

Key No. 101246

£¤30

£¤30

§ ̈¦476

MATSONFORD RD

RADNOR CHESTER RD

KING OF PRUSSIA RD

Philadelphia and Western Railway

112

85

85

85

80

80

75

60 60 60 60 60 60

60

60

70

60 72

60

60

60

60

72

72

42

41

112

85

85

85

80

80

75

60 60

60

60 60 60 60

72

70 60

60

60

60

72

72

40

40

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 13 12 15 14 16 10

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/9/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 10 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 10 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
!!

Downtown Wayne Historic District

Key No. 827766

Wayne Station

Key No. 106136

£¤30

£¤30

WAYNE AV

Louella Court Historic District

Key No. 128860

North Wayne Historic District

Key No. 064497

St Davids Station

75

75

60

60

60

60

60

60

66

60

60

66

60

60

60

60

60 60 60

60

60

60

60

60

60

60

60

60

60

60

60

60

60

60

60 60 60 60

60

60 60 60

60 60

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

10 13 12 15 14 16 11

0 200 400 800 1,200

Feet

Completed by: Atuleya on 7/20/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\DOE Report\Updated Effects Report\Sheet 11 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 11 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

25 East Main Street (610) 286-0100 !( !(

Elverson, PA 19520 www.stellee.com

DRAFT
(

!

!

Clonmel 

144 Old Eagle School Road

Key No. 065460

Cramond

Key No. 050893

Strafford Railroad Station/Eagle Station

Key No. 079668

£¤30

£¤30 EAGLE RD

WAYNE AV

OLD EAGLE SCHOOL RD

CROTON RD

SUGARTOWN RD

CONESTOGA RD

CONESTOGA RD

North Wayne Historic District

Key No. 064497

85

85

77

60 60 60

60

60 60 60

60

60

60

60

72

60

72

72

60

68

60

60

43

35

80

80

60

60 60 60 60

60

60

60

60

60

60

60

70

72

72

68

72

60

60

60

43

35

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 13 15 14 16 12

0 200 400 800 1,200

Feet

Completed by: Atuleya on 5/18/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\DOE Report\Updated Effects Report\Sheet 12 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 12 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄

NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed ( Recommended

Eligible

Additional Surveyed 

Properties

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

25 East Main Street (610) 286-0100 !( !(

Elverson, PA 19520 www.stellee.com

DRAFT
(

(

(

(

( ( (

!

35

CONESTOGA RD

Grove Avenue Service Station

Key No. 112814

£¤30

£¤30

CONESTOGA RD

WATERLOO RD

SUGARTOWN RD

UPPER GULPH RD

Devon Station

80

80

60 60

60

60

60

60

60

70

70

60

60

60

60

60

60

60

60

60

35

80

80

75

75

60 60

60

60

60

60

60

60

70

70

60

60

60

60

60

60

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 12 15 14 16 13

0 200 400 800 1,200

Feet

Completed by: Atuleya on 5/18/2015 G:\Projects\1123_Zoo_to_Paoli\MXDs\DOE Report\Updated Effects Report\Sheet 13 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 13 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄

NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

Devereux Foundation

228 Highland Avenue

Key No. 201351

Additional Surveyed 

Properties

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

25 East Main Street (610) 286-0100 !( !(

Elverson, PA 19520 www.stellee.com

Llangollen

South Devon Park Court

No Key No. 201350

Thomas Campbell House

38 Old Lancaster Road

Key No. 065457 

The Eagle Hotel

176 E. Conestoga Road

Key No. 065458

( Recommended

Eligible

( Non-Eligible

DRAFT
£¤30

£¤30

CONESTOGA RD

WATERLOO AV

OLD LANCASTER RD

LEOPARD RD

Berwyn Station

75

75

75

77

80

76

75

75

75 75 75

75

75

75

75

82

80

73

68

72

72

74

64

60

60

72

32

76

80

82

80

75

75

60 60 60 60

60 60

62

60

60

72

73 60

74 60

60

60

60

72

72

68

35

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 13 12 16 15 14

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/9/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 14 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 14 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
£¤30

£¤30

CONESTOGA RD

WATERLOO AV

OLD LANCASTER RD

LEOPARD RD

Berwyn Station

75

75

75

77

80

76

75

75

75 75 75

75

75

75

75

82

80

73

68

72

72

74

64

60

60

72

32

76

80

82

80

75

75

60 60 60 60

60 60

62

60

60

72

73 60

74 60

60

60

60

72

72

68

35

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 13 12 16 15 14

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/9/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 14 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 14 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
£¤30

OLD LANCASTER RD

CONESTOGA RD

Daylesford Station

75

75 75 75 75 75

75

75

75

60

60

60

60

66

60

66

60

60

60

60

68

75

60 60

60 60 60 60 60

60

60

60

60

60

60

60

60

60

60

60

68

66

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 14 13 12 16 15

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/9/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 15 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

Sheet 15 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
40 35

£¤30

£¤30

252

VALLEY RD

CENTRAL AV

PAOLI PK

DARBY RD

CENTRAL AV

Paoli Station

35 75 75

84 85 85 80

85 76 85

85 82 82 75 75

75

75 75 75

72 72 72 72 72

68

35 35

80 76 80 85 75 85

75 75

75 75 80 80 80 80 72 72

68 60

72 72 72

60 60 60

40 35 35 35

35

CITY OF

PHILADELPHIA

LOWER MERION

TOWNSHIP

TREDYFFRIN

TOWNSHIP

RADNOR

TOWNSHIP

UPPER MERION

TOWNSHIP

WILLISTOWN

TOWNSHIP

MARPLE

TOWNSHIP

NEWTOWN

TOWNSHIP

EDGMONT

TOWNSHIP

MIDDLETOWN

TOWNSHIP

WHITEMARSH

TOWNSHIP

HAVERFORD

TOWNSHIP

EASTTOWN

TOWNSHIP

SPRINGFIELD

TOWNSHIP

UPPER DARBY

TOWNSHIP

UPPER

PROVIDENCE

TOWNSHIP YEADON

BOROUGH

LANSDOWNE

BOROUGH

MEDIA

BOROUGH

CONSHOHOCKEN

BOROUGH

NARBERTH

BOROUGH

DELAWARE

COUNTY

MONTGOMERY

COUNTY

CHESTER

COUNTY

PHILADELPHIA

COUNTY

4

3

1

6 5

8

7

9

2

11 10 13 12 15 14 16

0 200 400 800 1,200

Feet

Completed by: Atuleya on 1/12/2015 G:\Projects\1123 Paoli to Zoo\MapDocs\DOE Report\Updated Effects Report\Revised APE\Sheet 16 Revised APE.mxd Source: 2008 PAMAP 1ft Orthorectified Digital Imagery of Chester, Montgomery, Delaware, & Philadelphia Counties, PA; PADCNR, Bureau of Topographic and Geologic Survey

PAOLI SUBSTATION

Sheet 16 of 16

Revised APE

Amtrak Philadelphia Zoo

to Paoli Electrification

Transmission Line Project NRHP Historic Districts

 ̄ NRHP Historic Sites

Historic Resources APE

Eligible

Listed

Eligible Railroad Corridor

! Eligible

! Listed

25 East Main Street (610) 286-0100

Elverson, PA 19520 www.stellee.com

Existing Catenary Structure

Amtrak ROW

Proposed Catenary Structure

Pole Height < 50 feet

Pole Height 50-74 feet

!( !( Pole Height 75-100 feet

!( !( Pole Height >100 feet

!( !(

!( !(

DRAFT
PHOTOGRAPHS

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

DRAFT
Stell Environmental 1 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 1. Amtrak’s Zoo yard, with Fairmount Park / Philadelphia Zoo 

in background, facing east.

Photograph 2. Zoo Substation near center of photograph, facing southwest.

DRAFT
Stell Environmental 2 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 3. View of Railroad ROW at 40th Street Bridge, facing 

southeast.

Photograph 4. Zoo Substation area from 40th Street, facing east.

DRAFT
Stell Environmental 3 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 5. Railroad ROW with 42nd Street Bridge in background, 

facing west.

Photograph 6. Railroad ROW from 42nd Street, facing west.

DRAFT
Stell Environmental 4 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 7. View from Amtrak’s Zoo Yard, looking at Parkside 

Historic District (at Pennsgrove Street), facing northwest. 

Photograph 8. Parkside Historic District at Wyalusing and 40th Streets, facing west.

DRAFT
Stell Environmental 5 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 9. Belmont Historic District, facing south; railroad 

corridor is behind camera and is below-ground level.

Photograph 10. View of tracks from bridge at northern end of Belmont Avenue Historic District, facing east. 

DRAFT
Stell Environmental 6 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 11. Overbrook Station, in Overbrook Farms Historic District, 

with SR 1 Bridge in background, facing north.

Photograph 12. Overbrook Station with Overbrook Tower, Station, and SR 1 Bridge in 

background; parking lot to right, facing northwest.

DRAFT
Stell Environmental 7 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 13. Overbrook Farms Historic District, with tracks and station 

parking in foreground, and historic district buildings in background, facing 

northeast.

Photograph 14. Overbrook Tower and other buildings near the Overbrook Station, facing east.

DRAFT
Stell Environmental 8 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 15. Merion Station and platform, facing south. 

Photograph 16. Merion Station and platform, facing north. 

DRAFT
Stell Environmental 9 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 17. Wynnewood Station and tracks, facing southwest.

Photograph 18. Overview of Wynnewood Station and the railroad 

corridor, facing west.

DRAFT
Stell Environmental 10 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 19. Ardmore Commercial Historic District along Route 30 

in Ardmore, facing west. 

DRAFT
Stell Environmental 11 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 20. Anderson Avenue in Ardmore, standing directly north of 

the historic district looking toward railroad bridge, facing northeast. 

Buildings on left and railroad corridor are outside of the district.

Photograph 21. Haverford Station, tracks, and catenary lines, facing 

northwest.

DRAFT
Stell Environmental 12 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 22. Tracks and catenary structures and lines from 

Pennswood Avenue Bridge, facing northeast; Our Mother of Good 

Counsel Roman Catholic Church is to right of camera.

DRAFT
Stell Environmental 13 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 23. Villanova University Campus in background with 

railroad tracks and shelter in foreground, facing southwest. 

Photograph 24. Villanova Station, with tracks to left, facing northwest.

DRAFT
Stell Environmental 14 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 25. Radnor Station, platform, tracks, and catenary 

structures, facing northeast.

Photograph 26. Louella Court Historic District, facing east; railroad 

corridor is to the left of the photograph.

DRAFT
Stell Environmental 15 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 27. Wayne Station, facing northeast; tracks and 

platforms in background. 

Photograph 28. Wayne Station platform area, facing east.

DRAFT
Stell Environmental 16 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 29. Southern edge of North Wayne Historic District (on 

left) and Amtrak train station parking lot (on right), facing east. 

Photograph 30. View looking toward elevated tracks from the 

southern edge of the North Wayne Historic District, facing south. 

DRAFT
Stell Environmental 17 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 31. Strafford Station with depot and parking lot on left 

and tracks with train to right, facing west.

Photograph 32. Strafford Station, view of train shelter on left and NRHPlisted Cramond in background near center of photograph, facing north.

DRAFT
Stell Environmental 18 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 33. View from Cramond, looking toward the railroad, 

Strafford Station, and parking lot, facing south. 

Photograph 34. Grove Avenue Service Station, with railroad tracks 

and railroad bridge in background, facing northwest.

DRAFT
Stell Environmental 19 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 35. Bryn Mawr Substation, showing southwest and 

southeast elevations, facing north.

Photograph 36. Bryn Mawr Substation, showing northwest and 

southwest elevations, facing east.

DRAFT
Stell Environmental 20 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 37. Bryn Mawr Substation, showing northwest and northeast

elevations, facing southeast. 

Photograph 38. Bryn Mawr Substation, showing southeast and 

northeast elevations, facing southwest.

DRAFT
Stell Environmental 21 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 39. Bryn Mawr Substation, showing northeast elevation, 

facing southwest.

Photograph 40. View showing Philadelphia & Western (P & W) tracks at grade; 

Pennsylvania Railroad (PRR) crosses the P & W above, facing northeast. 

DRAFT
Stell Environmental 22 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

Photograph 42. Eagle Hotel, showing south (rear) elevation at the edge 

of westbound railroad tracks, facing east.

Photograph 41. Eagle Hotel, north elevation, facing southwest. 

DRAFT
Stell Environmental 23 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

 

 

Photograph 43. Clonmel-Rosslevyn, east elevation, showing rear 

entrance on left-hand side of photograph; addition is on right-hand 

side, facing northwest. 

Photograph 44. Clonmel-Rosslevyn, east elevation, room addition is at 

right-hand side of photo, facing northwest.

DRAFT
Stell Environmental 24 Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

 

 

Photograph 46. Devereux Foundation, with Acerwood on left-hand side 

and new building on right-hand side, facing southeast.

Photograph 45. Overview of Devereux Foundation property, with 

Acerwood on left-hand side, new building in center, and Birchgate on 

right-hand side of photograph, facing southeast. 

DRAFT
Stell Environmental 25 Determination of Effects Report 

Amtrak Zoo to Paoli Electrification 

Transmission Line Project 

 August 2015

 

Photograph 47. Devereux Foundation, Birchgate, north elevation, 

showing addition on western side, facing south. 

Photograph 48. Bryn Mawr Substation, sign and corbelled brick cornice 

on southeast elevation, facing northwest. 

DRAFT
APPENDIX A: 

CORRESPONDENCE WITH CONSULTING PARTIES

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

DRAFT
Zoo to Paoli Electrification Transmission Line Project Cultural Resources Consulting Parties List 

1 August 14, 2015 

CONSULTING PARTIES LIST 

CHESTER COUNTY 

Karen Marshall

Heritage Preservation Coordinator

Chester County Planning Commission

601 Westtown Road

West Chester, PA 19380 

J. Michael Morrison, President 

Tredyffrin Easttown Historical Society 

720 First Avenue 

Berwyn, PA 19312 

Dr. Robert Lukens, President 

Chester County Historical Society 

225 North High Street 

West Chester, PA 19380-2658 

Anna Sicalides, Chair 

Easttown Township Historical Commission 

P.O. Box 79 

Devon, PA 19333 

Gretchen Kiernan 

Tredyffrin Township Historical Commission 

1100 Duportail Road 

Berwyn, PA 19312-1079 

Penny Goulding, Chairman 

Willistown Township Historical Commission 

688 Sugartown Road 

Malvern, PA 19355 

DELAWARE COUNTY 

Ms. Beverlee Barnes, Manager 

Historic Preservation Section 

Delaware County Planning Department 

Court House/Government Center 

201 West Front Street 

Media, PA 19063 

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Zoo to Paoli Electrification Transmission Line Project Cultural Resources Consulting Parties List 

2 August 14, 2015 

Mr. Richard Paul, Chairman 

Delaware County Heritage Commission 

Delaware County Planning Department 

Court House/Government Center 

201 West Front Street 

Media, PA 19063 

Mr. Thomas Mahoney, Director 

Delaware County Archives 

201 West Front Street 

Media, PA 19063 

Mr. John Costello, Executive Director 

Delaware County Historical Society 

991 Palmers Mill Road 

Media, PA 19063 

Ms. Margaret F. Johnson 

Director and Library Coordinator 

Delaware County Historical Society Research Library and Museum 

408 Avenue of the States 

Chester, PA 19013 

Ted Pollard, President 

Radnor Historical Society 

113 West Beech Tree Lane 

Wayne, PA 19087 

Stacey Mattox, Chairperson 

Historical Commission 

Township of Haverford 

2325 Darby Road 

Havertown, PA 19083 

Vincent Snyder, President 

The Haverford Township Historical Society 

P.O. Box 825 

Havertown, PA 19083 

D. Cameron Lacy, IIII, Chairperson 

Historic and Architectural Review Board 

(Radnor Township) 

301 Iven Avenue 

Wayne, PA 19087

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Zoo to Paoli Electrification Transmission Line Project Cultural Resources Consulting Parties List 

3 August 14, 2015 

MONTGOMERY COUNTY 

Karen M. Wolfe, Executive Director 

The Historical Society of Montgomery County 

1654 DeKalb Street 

Norristown, PA 19401-5415 

Kathleen M. Abplanalp, Vice-Chair 

Historic Architectural Review Board 

Lower Merion Township 

75 East Lancaster Avenue 

Ardmore, PA 19003-2323 

Christian Busch, Chair 

Historical Commission 

Lower Merion Township 

75 East Lancaster Avenue 

Ardmore, PA 19003-2323 

PHILADELPHIA COUNTY 

Brenda Williams, President 

Wynnefield Residents Association 

5301 Overbrook Avenue 

Philadelphia, PA 19131 

Robert Cousar, Executive Director 

East Parkside Community Revitalization Corporation 

1109 North 40th Street 

Philadelphia, PA 19104 

James L. Brown IV, Executive Director 

Parkside Historic Preservation Corporation 

4220 Parkside Avenue 

Philadelphia, PA 19104 

Carol Roache, Commission Secretary 

Fairmount Park Commission 

One Parkway, 10th Floor 

1515 Arch Street 

Philadelphia, PA 19102-1512 

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Zoo to Paoli Electrification Transmission Line Project Cultural Resources Consulting Parties List 

4 August 14, 2015 

Randal Baron, Historic Preservation Planner III 

Philadelphia Historical Commission 

City Hall, Room 576 

Philadelphia, PA 19107 

John Andrew Gallery, Executive Director 

Preservation Alliance for Greater Philadelphia 

1616 Walnut Street, Suite 1620 

Philadelphia, PA 19103 

PENNSYLVANIA RAILROAD & INDUSTRIAL HISTORY ORGANIZATIONS 

Andy Hart 

The Pennsylvania Railroad Technical & Historical Society 

P.O. Box 54 

Bryn Mawr, PA 19010-0054 

Chuck Blardone, Editor 

The Keystone (Journal of the PRRT&HS) 

2886 Wimbledon Lane 

Lancaster, PA 17601-1454 

Steve Staffieri, President 

The Pennsylvania Railroad Technical & Historical Society 

Philadelphia Chapter 

2963 Columbia Drive 

Bensalem, PA 19020-2109 

Gregory P. Molloy, President 

National Railway Historical Society (NRHS) 

100 North 20th Street 

Suite 400 

Phladelphia, PA 19103-1462 

Frank G. Tatnall, Jr., President 

National Railway Historical Society (NRHS) 

Philadelphia Chapter 

P.O. Box 7302 

Philadelphia, PA 19101-7302 

William E. Antonides, Jr., President 

National Railway Historical Society (NRHS) 

Delaware Valley Chapter 

P.O. Box 1244 

Morrisville, PA 19067-1244 

DRAFT
Zoo to Paoli Electrification Transmission Line Project Cultural Resources Consulting Parties List 

5 August 14, 2015 

Ed Hoy 

Society for Industrial Archaeology (SIA) 

Oliver Evans Chapter 

1031 Claire Avenue 

Huntington Valley, PA 19006 

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Federal 8(a)

PennDOT DBE

PA DGS WBE 

25 East Main Street • Elverson, PA 19520 www.stellee.com Phone 610-286-0100 • Fax 610-286-0110

Date: 

RE: Section 106 Consultation 

Federal Railroad Administration (FRA) 

Amtrak Philadelphia Zoo to Paoli Electrification Transmission Line Project 

Chester, Delaware, Montgomery & Philadelphia Counties 

Dear xxx, 

As part of the Philadelphia Zoo to Paoli Electrification Transmission Line Project, Amtrak plans to 

upgrade the existing overhead electrification system along a 20-mile segment of the Keystone 

Corridor between the Philadelphia Zoo and the Paoli substations. The current electrification 

infrastructure, which is over 100 years old, will not support the proposed high voltage system. Plans 

include the construction of new transmission/catenary structures, as well as individual electrification 

structures to facilitate the complete or partial removal of existing electrification structures along the 

right-of-way. 

Paoli substation will require upgrades to tie into the existing 138,000-volt transmission network. The 

Bryn Mawr substation will be expanded to include a new substation to help support the catenary 

voltage between Zoo and Paoli substations. The Bryn Mawr expansion will also include two gantries, 

approximately 85 feet high and 90 feet long, constructed of galvanized lattice steel columns and 

beams, to support the new 138kV transmission switches. This construction is typical for other 

substations on the Keystone Corridor, but will be new to Bryn Mawr. 

The existing catenary towers are approximately 40-50 feet in height and are rust brown in color 

(please see attached photographs). The proposed new towers would be approximately 60-75 feet high, 

with a few towers reaching 100 feet high at overhead bridges. The new structures will be galvanized 

steel and will be grey in color (please see attached rendering). All of the proposed new towers will be 

located in the railroad right-of-way and will be spaced about 150 to 300 feet apart, depending on the 

track curvature. Detailed construction plans for the towers and associated structures are currently 

being developed for the project. 

Much of the subject portion of the Keystone Corridor, as well as many of the immediately surrounding 

communities, have been subjected to historic resource surveys. The locations of many of these 

previously surveyed resources, including the National Register-eligible Amtrak corridor, are shown 

online at the Pennsylvania Historical and Museum Commission’s (PHMC) Cultural Resources 

Geographic Information System (CRGIS) at (https://www.dot7.state.pa.us/ce/Application/ASP/ 

Security/Index.asp). 

In compliance with Section 106 of the National Historic Preservation Act., Stell Environmental 

Enterprises, Inc. (SEE) is preparing a cultural resources investigation to identify significant 

architectural and archaeological resources that may be affected by the project. Section 106 requires 

sponsors of federally funded projects to take into account the potential project effects on historic 

DRAFT
properties. Section 106 entitles parties with a demonstrated interest in history or historic preservation 

to provide comments and suggest mitigation measures, if necessary, for the project. 

If you would like to participate in the Section 106 process or can provide information regarding 

significant historic, architectural, or archaeological resources in the project area, please respond by 

mail or by fax at (610) 286-0110 on the enclosed Comment Sheet within 30 days of receipt of this 

letter. If the form is not returned by this date, it will be assumed that you or your organization do 

not/does not wish to become a consulting party in the Zoo to Paoli Electrification Transmission Line 

Project at this time. 

Enclosed for your use are maps showing the location of the project corridor, photographs of existing 

conditions, and diagrams of the proposed transmission/catenary towers. 

 

Should you have any questions or require additional information please feel free to contact our Project 

Manager, Mr. David J. Durofchalk, PMP, at (610) 286-0100 or ddurofchalk@stellee.com. 

Sincerely, 

Lauren C. Archibald, Ph.D. 

Architectural Historian 

Stell Environmental Enterprises 

25 East Main Street 

Elverson, PA 19520 

Enclosures: 

Project Location Maps 

Photographs and Renderings 

Comment Sheet 

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Response to Haverford Station Historic District Neighborhood Coalition (HSHDNC) 

Dear Ms. James: 

We appreciate your letter, your attendance at the recent public meetings and your interest in the 

project. The first part of our response letter is a narrative that summarizes some of the existing and 

proposed catenary structure conditions. The narrative is supplemented by a detailed description of 

each of the structure locations, which is included as Appendix A. Following the background information, 

we have addressed the specific issues you raised in your letter, many of which you asked and were 

answered at the public meetings 

Location specific background 

On the north side of the Right-of-Way, between Booth Circle and Haverford Station, Haverford Station 

Historic District (HSHD) is about 0.35 mile long. On the south side of the Right-of-Way between Barrett 

Avenue and Haverford Station, HSHD is about 0.6 mile long. Between Barrett Avenue and Haverford 

Station, the project proposes to replace 11 catenary structures. 

Based on copies of the original 1914 structural erection diagrams by Gibbs & Hill, the existing catenary 

structure heights along this section of railroad are typically about 40 feet. Under our project, the design 

calls for proposed structure heights that vary between 60 feet and 75 feet. Therefore, within HSHD, the 

proposed catenary structures will be between 20 feet and 35 feet higher than the existing structures. 

The typical proposed structure height is 60 feet. The westernmost structure adjacent to HSHD is 

proposed to have a height of 72 feet, 12 feet higher than the typical structure, because the proposed 

structure is at the east end of a downward transmission wire transition from a section of transmission 

wire that will be elevated to pass above Pennswood Road Bridge. 

There are two areas adjacent to the HSHD where the proposed structures transition from the typical, 

60-foot height to a double-stack, 75-foot height. Transmission wires are proposed to be double-stacked 

at locations where Amtrak’s Right-of-Way is narrow, to keep the transmission wire above Amtrak 

property. On the south side, there is a proposed transition to a double-stack configuration at new pole 

location 504+10, 200 feet west of the Booth Lane underpass. On the north side, there is a proposed 

transition to a double-stack configuration at new pole locations 498+10 and 495+19, 400 feet and 690 

feet, respectively, east of Booth Lane underpass. 

From west to east, the railroad starts in an earthwork cut section and then transitions to an 

embankment fill section. The transition from cut to fill is near new pole location 507+09. The 4 

structures to the west of this location are in a cut and the 6 structures to the east are on embankment. 

This is relevant because the structures in the cut section are at a lower elevation than the surrounding 

topography and are therefore less visible. The converse is true for the structures on embankment, 

which are at a higher elevation than the surrounding topography and are therefore more visible. 

Details on existing conditions and proposed structures for each of the 11 structure locations are 

provided in Appendix A. 

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Tree trimming and tree removal 

The existing catenary structures have a typical overall width of 63 feet between the ends of the 

crossarms at the top of the structure. To provide electrical clearance, currently, Amtrak trims branches 

and trees back an additional 10 feet or so, on each side, roughly along a line the follows the back-guy 

foundations on the ground. Evidence of the tree trimming can be seen in the photographs in Appendix 

A. The existing overall width that is currently kept free of tree limbs and vegetation is 83 feet. 

The proposed structures have a typical overall width of 88 feet from tip of crossarm to tip of crossarm. 

The proposed structures are a total of 15 feet wider for two reasons: 1) current Amtrak track clearances 

require additional space between the centerline of track and the face of the catenary structure and 2) 

the crossarms have to be wider due to the increase from 44 kV to 138 kV transmission lines. The 

corresponding width that will need to be tree- and vegetation-free will be approximately 108 feet. 

Therefore, for the construction of the new catenary structures, a 10-foot wide strip of tree trimming or 

tree removal will be required along each side of the tracks. Trees will not be clear cut as suggested in 

your letter. Only those trees which are within the 10-foot wide strip will be removed. Trees outside the 

10-foot wide strip that have branches that extend into the 10-foot strip will be trimmed. Tree cutting 

and tree trimming activities will not involve the use of herbicides. 

The trees that will be removed are on Amtrak’s property. Amtrak does not intend to plant replacement 

trees on its property or on adjacent properties. 

Safety Impact 

As requested, we have enclosed maps (Appendix B) which show Amtrak’s Right-of-Way and the adjacent 

properties and buildings within the HSHD. 

As mentioned in the public meeting, the Project has studied both the existing and proposed levels of 

electric and magnetic fields that will be created by the new 138 kV transmission lines. 

The existing level of magnetic field (at 25 Hz) had measured values that ranged between 12 and 51.1 mG 

(mG=milligauss) on the passenger platforms 1 meter above the ground. The field strength dropped 

significantly below these levels a few feet away from the railroad. Based on our models, the magnetic 

field anticipated in the final, installed condition are less than 70 mG directly under the transmission lines 

(e.g. on the station platform) and fall off significantly away from the platform. 

The measured level of power frequency electric fields (at 25 Hz) had measured values that ranged 

between 155.6 and 868 V/m. Based on our models, the power frequency electrical field for the final, 

installed configuration is below 900 V/m. 

The proposed field levels are small when compared to those associated with utility transmission lines. 

Within utility transmission line rights-of-way, typical magnetic fields are one order of magnitude larger 

and the electric fields are two orders of magnitude larger than what is anticipated adjacent the 

Harrisburg Line between Zoo and Paoli. 

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The Commonwealth of Pennsylvania requires transmission lines to be built in accordance with the 

requirements of the National Electrical Safety Code (NESC), which cites no restrictions for electric or 

magnetic field; the Federal government also has no national standard in this regard. 

Physical proximity to the transmission lines would be based on clearance requirements. NESC (Rule 234) 

puts the horizontal clearance to 138 kV line at 11.5 feet. Amtrak’s requirement for vertical clearance for 

a 138 kV line is 15 feet above any structure. 

Vibrations during construction will be minimal. The proposed caisson foundations will be excavated by 

augerring (drilling) 4.5-foot diameter holes into the ground to a depth of 20 feet. There will be no 

hammering, pile driving or similar activities of a type that cause vibrations. The foundations will be 

poured-in-place concrete and the new structures will be set with cranes. The vibrations associated with 

these activities are not anticipated to have a negative impact on HSHD. 

Vibrations associated with train traffic: this project is not being done to increase train speeds. Train 

speeds will not increase as a result of this project. Therefore the assertion that there will be vibrations 

associated with higher speed train traffic is moot. 

Flooding Impact 

Within HSHD, the railroad is on a downward gradient, from west to east, of 0.79%. This means that 

stormwater runoff in the cut section of the Right-of-Way (the west part of HSHD) flows in ditches 

adjacent to the tracks eastward and then leaves the Right-of-Way near Booth Lane and enters the 

municipal storm sewer. Runoff in the embankment fill section (the east part of HSHD) is simply flowing 

off the embankment and onto adjacent property. Tree trimming and tree cutting will alter the tree 

canopy coverage but will not change the underlying characteristics at ground level. In other words, the 

perviousness of the land cover is not being changed in the way a paving project would, for example. 

Therefore, stormwater runoff is not anticipated to be significantly altered. Amtrak does not plan to 

construct new stormwater infrastructure for the new catenary structures. Existing stormwater 

infrastructure will be maintained. 

Aesthetic Considerations 

The existing catenary structures are pale grayish green. The proposed catenary structures will be 

galvanized with zinc, which is a dull gray color. They will not be bronze, as stated in your letter. In 

answer to your questions: 

1. The existing catenary structures are painted a grayish green color. The color is not embedded 

into the steel from which they are made. 

2. The new catenary structures will be standard, rolled steel wide-flange shapes and will be 

galvanized with zinc. We are not aware of a process by which steel can be “embedded” with 

color. 

3. As stated at the meeting, the existing and new structures will exist, side by side, for a duration 

that cannot be accurately estimated at this time. The actual length of time will largely depend 

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on the Contractor’s means and methods, and Amtrak’s train dispatching and operations. We 

understand that having the two catenary structures being visible side-by-side is not desirable 

from HSHD’s perspective. However we would ask HSHD to understand that this will be a 

temporary condition. The existing structures will not be allowed to remain indefinitely after the 

new structures are installed and the catenary wires are transferred. 

Construction Times 

We understand HSHD’s concerns about construction times and, in particular, construction occurring at 

night and on weekends. However, due to the work taking place on an active passenger railroad, it is 

simply not possible to honor this request. Nights and weekends are the only times available to do 

construction work adjacent to tracks that will not disrupt train schedules. 

Amtrak will honor your request that notices to each home adjacent to the railroad Right-of-Way be 

provided prior to construction. As it has done on other recent construction projects, Amtrak will provide 

a toll-free number to call for information, to share concerns and bring issues to Amtrak’s attention. 

In summary, we believe that the project will be satisfactorily investigated at the level of NEPA 

Categorical Exclusion. We do not plan on further investigations or specific mitigation measures 

specifically for HSHDNC. However we welcome further dialogue with you and your group. If you have 

further questions or concerns, please contact me. 

Sincerely yours, 

FRA 

Michelle Fishburne, P.E. 

Appendices: 

A: Photographs (Needs 1 revision) 

B: Plans ET-0118 and ET-0119, pre-60% submission, showing adjacent properties. (To be added when 

complete) 

C: SEDS (To be added) 

 

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Delaware Valley Association of Rail Passengers

1601 Walnut St., Suite 1129 Philadelphia, PA 19102 215-RAILWAY www.dvarp.org

 Twitter: @PhillyDVARP Facebook: /PhillyDVARP

May 18, 2013 

Allen G. Heist 

Stell Environmental Enterprises 

25 East Main St. 

Elverson, PA 19520 

Dear Mr. Heist; 

Thank you for your letter of May 10 and enclosed draft Determination of Effects Report and 

Archaeology report. The Delaware Valley Association of Rail Passengers supports the proposed 

Zoo-Paoli transmission line project. Our statement on the project is enclosed. 

The draft reports are satisfactory from our perspective, and we find no adverse effects from the 

proposed project. We believe that the highest historic value of the Pennsylvania Railroad Main 

Line is in the train service itself, and that this project will enhance the capacity and reliability of 

the service for generations to come. 

We urge you and other project planners to make sure that the North Wayne Protective 

Association and other residents’ groups along the Main Line are made aware of the upcoming 

public meetings and given the opportunity to comment on your draft reports. If you would like 

help in getting contact information for these people, please e-mail mail@dvarp.org or call us at 

215-RAILWAY. 

Yours sincerely, 

Matthew D. Mitchell 

President 

cc: Daniel Tasker, Amtrak 

Michelle Fishburne, Frderal Railroad Administration 

DRAFT
 Delaware Valley Association of Rail Passengers, Inc. 

1601 Walnut St., Ste. 1129 Philadelphia, PA 19102 215-RAILWAY www.dvarp.org

 Twitter: @PhillyDVARP Facebook: /PhillyDVARP

Statement on Proposed Paoli-Zoo Transmission Line 

May 18, 2013 

The Delaware Valley Association of Rail Passengers supports relocation of Amtrak 

power transmission lines from their present rights of way onto new structures erected 

over the Harrisburg Line between Paoli and Zoo interlockings. 

These transmission lines supply green electricity from the Safe Harbor generating 

station to power Amtrak and SEPTA trains on the Keystone Corridor and portions of the 

NEC. Relocating the lines will put them on a shorter and more efficient route and 

eliminate Amtrak’s reliance on rights of way over routes now owned by others. The 

project will also improve the reliability of SEPTA and Amtrak service on the Main Line 

by modernizing the catenary structures and replacing the antiquated substation at Bryn 

Mawr. 

Fast, frequent, and reliable passenger train service was the foundation on which the 

Main Line communities were built, and remains a critical element of their continuing 

attractiveness as places to live, work, and do business. Maintaining and improving the 

Amtrak/SEPTA infrastructure is itself an important historic preservation project for the 

Main Line. 

We recognize that the new electrification structures will be taller than the existing 

structures. While some Main Line residents are concerned about the visual appearance 

of the larger structures, they are necessary for the safety and reliability of the system. 

We urge the designers to try and make them as unobtrusive as possible. We also urge 

project planners to listen to the concerns of those residents and stay in communication 

with them. 

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APPENDIX B: 

CORRESPONDENCE WITH AGENCIES

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

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Commonwealth of Pennsylvania 

Pennsylvania Historical and Museum Commission 

Bureau for Historic Preservation 

Commonwealth Keystone Building, 2nd Floor 

400 North Street 

Harrisburg, PA 17120-0093 

www.phmc.state.pa.us

 

 

14 January 2014 

David Valenstein 

Chief, Environmental and Systems Planning Division 

Federal Railroad Administration 

1200 New Jersey Avenue SE 

Washington DC 20590 

Re: 2012-0005-042-J 

Zoo to Paoli Electrification Transmission Line Upgrade 

Chester, Delaware, Montgomery, and Philadelphia Counties 

Dear Mr. Valenstein: 

Thank you for submitting information concerning the above referenced project. The Bureau for Historic 

Preservation (the State Historic Preservation Office) reviews projects in accordance with state and federal 

laws. Section 106 of the National Historic Preservation Act of 1966, and the implementing regulations (36 

CFR Part 800) of the Advisory Council on Historic Preservation, is the primary federal legislation. The 

Environmental Rights amendment, Article 1, Section 27 of the Pennsylvania Constitution and the 

Pennsylvania History Code, 37 Pa. Cons. Stat. Section 500 et seq. (1988) is the primary state legislation. 

These laws include consideration of the project's potential effects on both historic and archaeological 

resources. 

Archaeology 

As requested, we have reviewed and concur with the archaeological Area of Potential Effect for the project. 

Historic Structures 

We provide our following comments on the Area of Potential Effect outlined in the provided 

documentation: 

We remain of the opinion that the proposed discontinuation of service along the former Norristown line 

could have an indirect effect on the associated historic railroad routes by causing a change in use and 

possible removal of the caternary support structures later in time. Therefore, this location should be 

included within the Area of Potential Effect (APE). The former Norristown line includes routes of the 

Pennsylvania Railroad: Morrisville Line (Key No. 100219), previously determined eligible for the 

National Register, and the Pennsylvania Railroad Schuylkill Valley Branch (Key No. 155997), 

previously determined not eligible for the National Register). The caternary support structures on the 

Morrisville Line are specifically called out in the National Register eligibility documentation for the 

Morrisville Line as non-contributing features. Therefore, we are of the opinion that any indirect effects 

caused by discontinuation of Amtrak service along the former Norristown Line would not adversely affect 

the National Register eligible Pennsylvania Railroad: Morrisville Line. 

We agree the APE for the project should include the right-of-way between the Philadelphia Zoo Substation 

and the Paoli Substation; however, we require additional information to complete our review of the 

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Valenstein 

2012-0005-042-I 

Page 2 of 2 

14 January 2014 

proposed APE boundary. We understand it will be necessary to clear new vegetation to accommodate the 

power line. We recognize that many of the resources bordering the railroad right-of-way were constructed 

after and as a direct result of the railroad and are oriented away from the rail line. However, we believe that 

significant changes to the vegetative screening between the rail line and the adjacent resources would have 

the potential to affect integrity of setting and feeling of any adjacent historic properties if it is determined 

that vegetative screening was a historic design feature of the communities. Please conduct research to 

determine if these communities were designed to have vegetative screening between the houses that front 

on the railroad and the rail line. 

At those points along the railroad where the caternary poles would be at least 100 feet or more in height, 

the proposed APE is expanded to address visual effects. There is no justification for the selection of the 

100-foot height expansion. Alternatively, we suggest you provide a discussion of the difference in height 

between the existing caternary support structures and the proposed caternary support structures. At those 

points where there will be a significant increase in height please consider expansion of the APE to the 

nearest roadway. 

Please contact Barbara Frederick at (717) 772-0921 for further information regarding this review. 

Sincerely, 

 

Douglas C. McLearen, Chief 

Division of Archaeology & Protection 

DCM/bcf 

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APPENDIX C: 

PHOTO MOCK-UPS OF NEW CATENARY STRUCTURES 

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

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Merion Station - NRHP Listed (Key No. 097341) 

Height of existing structure to be removed = 50’-2” 

Height of new structure T-147 = 60’-2” – will be located 25’-0” north of the existing structure (railroad corridor is oriented in a north-south 

direction here). 

Height of new catenary 

structure T-147 = 60’-2” 

Height of existing 

catenary structure to 

be removed = 50’-2” 

Merion Station (Key No. 097341)

east side

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Our Mother of Good Counsel Roman Catholic Church - NRHP Eligible (Key No. 097325) 

Height of existing catenary structure to be removed = 50’-2” 

Height of new catenary structure T-226 = 78’-2” 

Distance of new structure is approx. 20’-0” east of existing structure. 

Height of new catenary 

structure T-226 = 78’-2” 

Height of existing 

catenary structure to 

be removed = 50’-2” 

Our Mother of Good Counsel 

Roman Catholic Church (Key 

No. 097325) – on other side of 

tree line.

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Strafford Station - NRHP Listed (Key No. 079668) 

Height of existing catenary structure to be removed = 50’-2” 

Height of new catenary structure T-348 = 60’-2”

Distance of new catenary structure is approximately 10’-0” east of existing one. 

Height of new catenary structure = 60’-2” Height of existing catenary structure to be 

removed= 50’-2”

Cramond NRHP-listed

(Key No. 050893)

Strafford Station-NRHP 

listed (Key No. 079668)

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North Wayne Historic District - NRHP Listed (Key No. 064497) 

Southern end of historic district. New structure T-330 will replace existing structure approximately 200’-0” west of overpass in ROW 

beyond trees on right-hand side of photo. 

New catenary structure will 

be located in this vicinity 

within ROW beyond 

southern end of historic 

district. 

Southern end of North 

Wayne Historic District. 

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APPENDIX D:

QUALIFICATIONS OF RESEARCHERS 

Stell Environmental Determination of Effects Report

Amtrak Zoo to Paoli Electrification

Transmission Line Project

August 2015

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APPENDIX D

QUALIFICATIONS OF RESEARCHERS 

Lauren C. Archibald, Ph.D. – Architectural Historian 

B.A. – Kutztown University 

M.A. – University of Delaware 

Ph.D. – University of Pennsylvania 

Lauren C. Archibald has over 30 years experience in historic preservation planning, 

architectural survey and evaluation, effects assessment, and report preparation for various types 

of historic resources throughout Pennsylvania, New Jersey, and Delaware. 

Alison J. Ross, M.S. – Architectural Historian 

B.S. ‒ Drexel University 

M.S. – University of Pennsylvania 

Alison J. Ross has over 15 years experience on the local, state, and Federal level in architectural 

survey and evaluation, effects assessment, and report preparation for historic resources 

throughout Pennsylvania, New Jersey, Maryland, Delaware, Ohio, and West Virginia. 

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